WO2022261932A1 - Speed reduction mechanism and vehicle - Google Patents

Speed reduction mechanism and vehicle Download PDF

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Publication number
WO2022261932A1
WO2022261932A1 PCT/CN2021/100882 CN2021100882W WO2022261932A1 WO 2022261932 A1 WO2022261932 A1 WO 2022261932A1 CN 2021100882 W CN2021100882 W CN 2021100882W WO 2022261932 A1 WO2022261932 A1 WO 2022261932A1
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WO
WIPO (PCT)
Prior art keywords
gear
clutch
reduction mechanism
pulley
output shaft
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PCT/CN2021/100882
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French (fr)
Chinese (zh)
Inventor
肖荣亭
Original Assignee
舍弗勒技术股份两合公司
肖荣亭
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Application filed by 舍弗勒技术股份两合公司, 肖荣亭 filed Critical 舍弗勒技术股份两合公司
Priority to PCT/CN2021/100882 priority Critical patent/WO2022261932A1/en
Publication of WO2022261932A1 publication Critical patent/WO2022261932A1/en

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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

Definitions

  • the present application relates to the field of vehicles, more specifically to a speed reduction mechanism and a vehicle including the speed reduction mechanism.
  • a belt transmission mechanism including a pulley and a belt is usually used to realize the continuously variable transmission, so that a continuously variable transmission ratio can be obtained for different engine speeds.
  • a torque limiting member such as a belt in such a continuously variable reduction mechanism places a great limit on the acceleration performance of the vehicle, especially in the vehicle startup and low-speed running states.
  • the present application is made based on the defects of the above-mentioned prior art.
  • An object of the present application is to provide a novel speed reduction mechanism, which can avoid the adverse effect of the torque limiting component in the continuously variable speed reduction mechanism on the acceleration performance of the vehicle.
  • Another object of the present application is to provide a vehicle including the above speed reduction mechanism.
  • the application provides a deceleration mechanism, the deceleration mechanism includes:
  • An adjustment device is arranged between the input shaft and the intermediate shaft, and the input shaft and the intermediate shaft can realize or release the anti-torsion connection through the adjustment device;
  • a first gear, a second gear, a third gear and a first clutch the first gear is in torque connection with one of the input shaft and the output shaft, the third gear is connected with the second gear and the first gear are always in meshing state, the first clutch is arranged between the second gear and the other of the input shaft and the output shaft, when the first clutch is engaged, the said second gear is torsionally connected to said other via said first clutch, said second gear is torsionally decoupled from said other when said first clutch is disengaged;
  • first pulley is connected to the intermediate shaft in a torque-resistant manner
  • second pulley is connected to the output shaft in a torque-resistant manner
  • first pulley and the The second pulley is connected torsionally via the belt to form a continuously variable transmission mechanism.
  • the adjustment device includes a planetary gear mechanism, a second clutch and a third clutch,
  • the planetary gear mechanism includes a sun gear, a planetary gear, a planetary gear carrier and a ring gear, the sun gear is connected torsionally with the intermediate shaft, the planetary carrier is connected torsionally with the input shaft,
  • the second clutch is disposed between the ring gear and the housing of the reduction mechanism
  • the third clutch is disposed between the planet carrier and the intermediate shaft.
  • the planetary gear mechanism includes multiple sets of planetary gears, wherein each set of planetary gears has two first planetary gears and second planetary gears meshing with each other, and the first planetary gears and the The sun gear meshes, and the second planet gear meshes with the ring gear.
  • the input shaft is arranged coaxially with the intermediate shaft, and the adjustment device is located between the first gear and the first pulley in the axial direction of the input shaft .
  • the first clutch is a one-way clutch arranged between the second gear and the output shaft, and the one-way clutch is configured to be able to operate between the first mode and the second mode. switch between modes,
  • the second gear when the second gear rotates toward the one direction and the other direction, the second gear is torque-proof connected with the output shaft via the one-way clutch, in the In the second mode, when the second gear rotates in the one direction, the second gear is anti-torsionally connected with the output shaft via the one-way clutch, and when the second gear rotates in the other direction, The second gear is free to rotate relative to the output shaft.
  • the one-way clutch is an overrunning clutch or an optional one-way clutch.
  • the second clutch is a brake
  • the third clutch is a two-way clutch.
  • At least one of the first pulley and the second pulley has a movable cone and a fixed cone, and the movable cone can move relative to the fixed cone The disc moves such that the width between the movable cone and the fixed cone can be varied.
  • the vehicle includes a control unit capable of controlling the deceleration mechanism so that the deceleration mechanism is in the following three working modes,
  • the first clutch In the direct drive mode, the first clutch is engaged, the second clutch is disengaged, the third clutch is disengaged, and the reduction mechanism can transmit torque;
  • the first clutch is disengaged, the second clutch is disengaged, the third clutch is engaged, and the reduction mechanism can transmit torque;
  • the first clutch In the reverse gear mode, the first clutch is disengaged, the second clutch is engaged, and the third clutch is disengaged, and the speed reduction mechanism can pass through the first pulley, the second pulley and the belt transmit torque.
  • the present application also provides a vehicle as follows, which includes a power source and the reduction mechanism described in any one of the above technical solutions, the power source is connected to the input shaft in a torque-resistant manner.
  • the reduction mechanism includes an input shaft, an intermediate shaft, an output shaft and an adjustment device, the adjustment device is arranged between the input shaft and the intermediate shaft, and the input shaft and the intermediate shaft can realize or release the anti-torsion connection through the adjustment device. Further, the reduction mechanism also includes a first gear, a second gear, a third gear and a first clutch, the first gear is connected torsionally with one of the input shaft and the output shaft, the third gear is connected with the second gear and the first The gears are always engaged, and the first clutch is disposed between the second gear and the other of the input shaft and the output shaft.
  • the deceleration mechanism also includes a first pulley, a second pulley and a belt, the first pulley is connected to the intermediate shaft in a torque-resistant manner, the second pulley is connected to the output shaft in a torque-resistant manner, and the first pulley and the second pulley The connection is always torsion-proof via the strap.
  • the speed reduction mechanism is selectively passed through the belt transmission mechanism composed of the first pulley, the second pulley and the belt or the gear composed of the first gear, the second gear and the third gear through the adjusting device. Auxiliary transmission torque.
  • the belt transmission mechanism can be used to realize the stepless speed change of the deceleration mechanism in the normal driving (high speed driving) state of the vehicle; The adverse effect on the acceleration performance of the vehicle caused by using the belt transmission mechanism to transmit torque when the vehicle starts and runs at low speed.
  • FIG. 1 is a schematic diagram showing a topology of a reduction mechanism according to an embodiment of the present application.
  • FIG. 2 is a schematic diagram showing the torque transmission path of the speed reduction mechanism in FIG. 1 in the direct drive mode, where the dotted line indicates the torque transmission path of the power source.
  • FIG. 3 is a schematic diagram showing a torque transmission path of the speed reduction mechanism in FIG. 1 in a belt drive mode, where the dotted line indicates a torque transmission path of a power source.
  • FIG. 4 is a schematic diagram showing a torque transmission path of the speed reduction mechanism in FIG. 1 in a reverse mode, where the dotted line indicates a torque transmission path of a power source.
  • torque-resistant connection refers to a connection between two components capable of transmitting torque, and unless otherwise specified, means a direct connection or an indirect connection between the two components.
  • a reduction mechanism includes an input shaft S1 , an intermediate shaft S2 and an output shaft S3 .
  • the input shaft S1 and the intermediate shaft S2 are arranged coaxially.
  • the output shaft S3 is arranged in parallel with the input shaft S1 and the intermediate shaft S2, and is spaced apart from the input shaft S1 and the intermediate shaft S2.
  • the reduction mechanism further includes a first gear G1 , a second gear G2 , a third gear G3 and a one-way clutch S (first clutch).
  • the first gear G1 is rotationally connected to the input shaft S1, so that the first gear G1 and the input shaft S1 always rotate together, and torque can be transmitted between them.
  • the second gear G2 is disposed on the output shaft S3, and the first clutch is disposed between the second gear G2 and the output shaft S3.
  • the third gear G3 is always in mesh with the first gear G1 and the second gear G2.
  • the third gear G3 is an idler gear for changing the transmission direction of torque.
  • the one-way clutch S is configured to be switchable between the first mode and the second mode in this embodiment.
  • the first mode one-way mode
  • the second gear G2 is anti-torsionally connected to the output shaft S3 via the one-way clutch S, and torque can be transmitted between the two;
  • the gear G2 rotates in the other direction
  • the second gear G2 rotates freely relative to the output shaft S3, and no torque can be transmitted between the two.
  • the second mode free mode
  • no matter whether the second gear G2 rotates in one direction or in the other direction the second gear G2 is free to rotate relative to the output shaft S3, and no torque can be transmitted between the two.
  • the one-way clutch S is considered to be in the engaged state at this time, and the rest Situation The one-way clutch S is considered to be disengaged.
  • the one-way clutch S is an overrunning clutch. In the case where the one-way clutch S is an overrunning clutch, even if the one-way clutch S is in the first mode (one-way mode) and the second gear G2 rotates in one direction, since the speed of the output shaft S3 is greater than the speed of the second gear G2, Therefore, the second gear G2 and the output shaft S3 cannot transmit torque.
  • the one-way clutch S can also be selected as a selectable one-way clutch (selectable one-way clutch), and the selectable one-way clutch has two modes.
  • the selectable one-way clutch can be bidirectionally locked, thus the second The gear G2 and the output shaft S3 can be anti-torsionally connected in two rotation directions, and then transmit torque; in the second mode, when the second gear G2 rotates in one direction, the second gear G2 is connected to the output shaft via the one-way clutch S
  • the shaft S3 is connected against torsion, and torque can be transmitted between the two; when the second gear G2 rotates in the other direction, the second gear G2 rotates freely relative to the output shaft S3, and no torque can be transmitted between the two.
  • the reduction mechanism further includes a first pulley BP1 , a second pulley BP2 and a belt BE.
  • the first pulley BP1 is rotationally connected to the intermediate shaft S2, so that the first pulley BP1 and the intermediate shaft S2 rotate together, and torque can be transmitted between them.
  • the second pulley BP2 is connected to the output shaft S3 in a torque-resistant manner, so that the second pulley BP2 and the output shaft S3 rotate together, and torque can be transmitted between the two.
  • the first pulley BP1 and the second pulley BP2 are always drivingly coupled via a belt BE (eg a belt or a metal belt).
  • Both the first pulley BP1 and the second pulley BP2 include a movable cone and a fixed cone, and the movable cone of the first pulley BP1 moves relative to the fixed cone and/or the second pulley BP2
  • the movable conical disk moves relative to the fixed conical disk, which can change the coupling radius of the belt BE and the first pulley BP1 and/or the coupling radius of the belt BE and the second pulley BP2, so that the first pulley BP1 and the second belt pulley
  • the transmission ratio between the wheels BP2 is continuously varied. Thereby, when the speed reduction mechanism transmits the torque by the belt transmission mechanism, it is possible to realize the continuously variable speed change.
  • the speed reduction mechanism also includes an adjustment device arranged between the input shaft S1 and the intermediate shaft S2, and the input shaft S1 and the intermediate shaft S2 can be connected through the adjustment device to achieve torque resistance or release the torque resistance connect.
  • the adjustment device includes a planetary gear mechanism, a brake B (second clutch) and a two-way clutch C (third clutch).
  • the planetary gear mechanism includes a sun gear SU, a first planetary gear PG1, a second planetary gear PG2, a carrier P and a ring gear R.
  • the sun gear SU is torsionally connected to the intermediate shaft S2, so that the sun gear SU and the intermediate shaft S2 can rotate together, and torque can always be transmitted between them.
  • a plurality of first planetary gears PG1 and a plurality of second planetary gears PG2 are installed on the planetary gear carrier P, and the planetary gear carrier P is connected to the input shaft S1 in a torque-resistant manner, so that the planetary gear carrier P and the input shaft S1 can rotate together. Torque can always be transmitted between them.
  • the plurality of first planetary gears PG1 are located radially outside of the sun gear SU, and are always in mesh with the sun gear SU.
  • Multiple second planetary gears PG2 are located radially outside multiple first planetary gears PG1, one second planetary gear PG2 and one first planetary gear PG1 form a group, multiple sets of planetary gears are evenly distributed in the circumferential direction of the planetary gear mechanism .
  • the second planetary gear PG2 and the first planetary gear PG1 are always in meshing state.
  • the planet carrier P can rotate around the sun gear SU together with the plurality of first planet gears PG1 and the plurality of second planet gears PG2.
  • the ring gear R is located radially outside the second planetary gear PG2 and is always in mesh with the plurality of second planetary gears PG2.
  • Brake B may be a wet brake, that is to say that brake B can be hydraulically controlled to engage and disengage.
  • the brake B is installed between the ring gear R of the planetary gear mechanism and the housing H of the reduction mechanism. In this way, when the brake B is engaged, the ring gear R is connected to the housing H of the reduction mechanism in a torque-proof manner, so that the ring gear R is fixed relative to the housing H of the reduction mechanism and cannot rotate; when the brake B is disengaged, the ring gear R and the reduction gear The torque-proof connection of the housing H of the mechanism is released, and the ring gear R is free to rotate relative to the housing H of the reduction mechanism.
  • the two-way clutch C can be a wet friction clutch, that is to say the two-way clutch C can be engaged and disengaged through hydraulic control.
  • the two-way clutch C is installed between the planet carrier P and the intermediate shaft S2. In this way, when the two-way clutch C is engaged, the planetary carrier P and the intermediate shaft S2 are anti-torsionally connected, so that the planetary carrier P and the intermediate shaft S2 can rotate together, and torque can be transmitted between them; when the two-way clutch C is disengaged, the planetary carrier P The direct, rotationally fixed connection of the wheel carrier P to the intermediate shaft S2 is released.
  • the speed reduction mechanism includes a control unit (not shown in the figure), which can control the speed reduction mechanism so that the speed reduction mechanism has multiple operating modes, including but not limited to the following Three working modes, namely direct drive mode, belt drive mode and reverse gear mode.
  • S, B, and C in the first row in Table 1 correspond to the reference numerals in Fig. 1 respectively, that is, respectively represent the one-way clutch S, the brake B and the two-way clutch C in the reduction mechanism of Fig. 1 .
  • control unit of the deceleration mechanism in Fig. 1 can control the deceleration mechanism so that the deceleration mechanism realizes the direct drive mode.
  • the one-way clutch S is in the first mode (one-way mode), and both the brake B and the two-way clutch C are in disengaged states.
  • the torque from the power source is transmitted to the wheels through the gear pair formed by the first gear G1 , the second gear G2 and the third gear G3 .
  • the torque transmission path from the power source is as follows: input shaft S1 ⁇ first gear G1 ⁇ third gear G3 ⁇ second gear G2 ⁇ one-way clutch S ⁇ output shaft S3, the torque is used for driving. This mode of operation is especially suitable for vehicles starting and at low speeds.
  • control unit of the deceleration mechanism in FIG. 1 can control the deceleration mechanism so that the deceleration mechanism realizes the belt drive mode.
  • the one-way clutch S is in the first mode (one-way mode) or the second mode (free mode), the brake B is in the disengaged state, and the two-way clutch C is in the engaged state.
  • the torque from the power source is transmitted to the wheels via the belt transmission mechanism constituted by the first pulley BP1 , the second pulley BP2 , and the belt BE.
  • the torque transmission path from the power source is as follows: input shaft S1 ⁇ planet carrier P ⁇ intermediate shaft S2 ⁇ first pulley BP1 ⁇ belt BE ⁇ second pulley BP2 ⁇ output shaft S3, this torque is used for driving.
  • This working mode is especially suitable for vehicles in normal driving state (high speed state).
  • control unit of the deceleration mechanism in FIG. 1 can control the deceleration mechanism so that the deceleration mechanism realizes the reverse gear mode.
  • the one-way clutch S is in the second mode (free mode), the brake B is in the engaged state, and the two-way clutch C is in the disengaged state.
  • the torque from the power source is transmitted to the wheels via the belt transmission mechanism constituted by the first pulley BP1 , the second pulley BP2 , and the belt BE.
  • the torque transmission path from the power source is as follows: input shaft S1 ⁇ planetary carrier P ⁇ first planetary gear PG1 and second planetary gear PG2 ⁇ sun gear SU ⁇ intermediate shaft S2 ⁇ first pulley BP1 ⁇ belt BE ⁇ second belt Wheel BP2 ⁇ output shaft S3, this torque is used for driving.
  • the rotation direction of the intermediate shaft S2 is opposite to the rotation direction of the input shaft S1. This working mode is especially suitable for the state where the vehicle needs to be reversed.
  • the present application also includes a vehicle including the above speed reduction mechanism.
  • the vehicle has an engine as a power source, and the engine is always in transmission connection with the input shaft S1 of the reduction mechanism via a vibration damping mechanism. Therefore, the vehicle has the same functions and effects as the speed reduction mechanism described above.
  • the first gear G1 is torsionally connected to the input shaft S1
  • the one-way clutch S is provided between the second gear G2 and the output shaft S3, but the present invention is not limited thereto.
  • the following alternative solution can be adopted, the one-way clutch S is arranged between the first gear G1 and the input shaft S1. This alternative can achieve the same effect as the solution described in the above detailed description.
  • the planetary gear mechanism has the first planetary gear PG1 and the second planetary gear PG2 , but the present invention is not limited thereto.
  • a set of planetary gears may also adopt a planetary gear mechanism with any other plurality of planetary gears.
  • a vehicle including an engine as a power source has been described, but the present invention is not limited thereto.
  • An electric motor may be used as the power source.
  • the speed reduction mechanism can be in the first working mode (direct drive mode), at this time, the torque can be transmitted through the gear pair, and the belt transmission mechanism with limited torque ratio of the gear pair
  • the torque that can be transmitted is much larger, thus greatly improving the acceleration performance of the reduction mechanism when the vehicle is started or at a low speed.
  • the reduction mechanism can be in the second working mode (belt drive mode). At this time, since the torque required to be transmitted between the shafts is small, the belt transmission mechanism can be used to transmit torque.
  • the two-way clutch C since the two-way clutch C has a slipping function, it allows the connection between the input side and the output side of the two-way clutch C. There is a continuous speed difference, and the one-way clutch S can always work until the two-way clutch C is fully engaged, and at this time, there will be no power interruption during the above-mentioned conversion process.
  • the present invention selects a one-way clutch, compared with a conventional friction clutch, firstly, it can reduce the space requirement; secondly, when it is in the belt drive mode or the reverse gear mode, the second gear G2 is in the state of being dragged, and the friction clutch In the state of being towed, a large drag torque is generated, thereby reducing efficiency, and the use of the one-way clutch in the present invention can at least reduce such problems, or even not exist.

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  • General Engineering & Computer Science (AREA)
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Abstract

Provided is a speed reduction mechanism, comprising an input shaft (S1), an intermediate shaft (S2) and an output shaft (S3); and an adjustment device. By means of the adjustment device, the input shaft (S1) and the intermediate shaft (S2) can realize anti-torsion connection or disengagement of anti-torsion connection. The speed reduction mechanism further comprises a gear pair capable of controllably transmitting torque between the input shaft (S1) and the output shaft (S3), and a stepless speed change mechanism capable of controllably transmitting torque between the intermediate shaft (S2) and the output shaft (S3). In this way, on the one hand, stepless speed change of the speed reduction mechanism in the normal driving (high-speed driving) state of a vehicle can be realized by using the stepless speed change mechanism; and on the other hand, the gear pair is capable of transmitting torque in the starting and low-speed driving states of the vehicle, thereby avoiding the adverse effect on the acceleration performance of the vehicle caused by transmitting torque by using the stepless speed change mechanism in the starting and low-speed driving states of the vehicle. Further provided is a vehicle comprising the described speed reduction mechanism; said vehicle has the same effect.

Description

减速机构及车辆Speed reduction mechanism and vehicle 技术领域technical field
本申请涉及车辆领域，更具体地涉及减速机构及包括该减速机构的车辆。The present application relates to the field of vehicles, more specifically to a speed reduction mechanism and a vehicle including the speed reduction mechanism.
背景技术Background technique
在现有的用于车辆的无级减速机构中，通常采用包括带轮和带的带传动机构来实现无极变速，这样针对不同的发动机速度可以获得连续变化的传动比。但是，特别是在车辆启动和低速行驶状态下，这种无级减速机构中的诸如带等的扭矩限制部件对车辆的加速性能存在极大的限制。In the existing continuously variable speed reduction mechanism for vehicles, a belt transmission mechanism including a pulley and a belt is usually used to realize the continuously variable transmission, so that a continuously variable transmission ratio can be obtained for different engine speeds. However, a torque limiting member such as a belt in such a continuously variable reduction mechanism places a great limit on the acceleration performance of the vehicle, especially in the vehicle startup and low-speed running states.
发明内容Contents of the invention
基于上述现有技术的缺陷而做出了本申请。本申请的一个目的在于提供一种新型的减速机构，其能够避免无级减速机构中扭矩限制部件对车辆的加速性能的不利影响。本申请的另一个目的在于提供一种包括上述减速机构的车辆。The present application is made based on the defects of the above-mentioned prior art. An object of the present application is to provide a novel speed reduction mechanism, which can avoid the adverse effect of the torque limiting component in the continuously variable speed reduction mechanism on the acceleration performance of the vehicle. Another object of the present application is to provide a vehicle including the above speed reduction mechanism.
为了实现上述发明目的，本申请采用如下的技术方案。In order to realize the purpose of the above invention, the present application adopts the following technical solutions.
本申请提供了一种减速机构，所述减速机构包括：The application provides a deceleration mechanism, the deceleration mechanism includes:
输入轴、中间轴和输出轴；input shaft, intermediate shaft and output shaft;
调整装置，所述调整装置设置在所述输入轴和所述中间轴之间，所述输入轴和所述中间轴能够经由所述调整装置实现抗扭连接或解除抗扭连接；An adjustment device, the adjustment device is arranged between the input shaft and the intermediate shaft, and the input shaft and the intermediate shaft can realize or release the anti-torsion connection through the adjustment device;
第一齿轮、第二齿轮、第三齿轮和第一离合器，所述第一齿轮与所述输入轴和所述输出轴中的一者抗扭连接，所述第三齿轮与所述第二齿轮和所述第一齿轮始终处于啮合状态，所述第一离合器设置在所述第二齿轮与所述输 入轴和所述输出轴中的另一者之间，当所述第一离合器接合时所述第二齿轮经由所述第一离合器与所述另一者抗扭连接，当所述第一离合器分离时所述第二齿轮与所述另一者能够解除抗扭连接；以及A first gear, a second gear, a third gear and a first clutch, the first gear is in torque connection with one of the input shaft and the output shaft, the third gear is connected with the second gear and the first gear are always in meshing state, the first clutch is arranged between the second gear and the other of the input shaft and the output shaft, when the first clutch is engaged, the said second gear is torsionally connected to said other via said first clutch, said second gear is torsionally decoupled from said other when said first clutch is disengaged; and
第一带轮、第二带轮和带，所述第一带轮与所述中间轴抗扭连接，所述第二带轮与所述输出轴抗扭连接，所述第一带轮和所述第二带轮经由所述带抗扭连接，以构成无级变速机构。a first pulley, a second pulley and a belt, the first pulley is connected to the intermediate shaft in a torque-resistant manner, the second pulley is connected to the output shaft in a torque-resistant manner, the first pulley and the The second pulley is connected torsionally via the belt to form a continuously variable transmission mechanism.
在一个可选的方案中，所述调整装置包括行星齿轮机构、第二离合器和第三离合器，In an optional solution, the adjustment device includes a planetary gear mechanism, a second clutch and a third clutch,
所述行星齿轮机构包括太阳轮、行星轮、行星轮架和齿圈，所述太阳轮与所述中间轴抗扭连接，所述行星轮架与所述输入轴抗扭连接，The planetary gear mechanism includes a sun gear, a planetary gear, a planetary gear carrier and a ring gear, the sun gear is connected torsionally with the intermediate shaft, the planetary carrier is connected torsionally with the input shaft,
所述第二离合器设置在所述齿圈和所述减速机构的壳体之间，The second clutch is disposed between the ring gear and the housing of the reduction mechanism,
所述第三离合器设置在所述行星轮架和所述中间轴之间。The third clutch is disposed between the planet carrier and the intermediate shaft.
在另一个可选的方案中，所述行星齿轮机构包括多组行星轮，其中每组行星轮具有两个相互啮合地第一行星轮和第二行星轮，所述第一行星轮与所述太阳轮啮合，所述第二行星轮与所述齿圈啮合。In another optional solution, the planetary gear mechanism includes multiple sets of planetary gears, wherein each set of planetary gears has two first planetary gears and second planetary gears meshing with each other, and the first planetary gears and the The sun gear meshes, and the second planet gear meshes with the ring gear.
在另一个可选的方案中，所述输入轴与所述中间轴同轴布置，在所述输入轴的轴向上所述调整装置位于所述第一齿轮和所述第一带轮之间。In another optional solution, the input shaft is arranged coaxially with the intermediate shaft, and the adjustment device is located between the first gear and the first pulley in the axial direction of the input shaft .
在另一个可选的方案中，所述第一离合器为设置在所述第二齿轮和所述输出轴之间的单向离合器，所述单向离合器被构造成能够在第一模式和第二模式之间转换，In another optional solution, the first clutch is a one-way clutch arranged between the second gear and the output shaft, and the one-way clutch is configured to be able to operate between the first mode and the second mode. switch between modes,
在所述第一模式中，当所述第二齿轮朝向一个方向转动时所述第二齿轮经由所述单向离合器与所述输出轴抗扭连接，当所述第二齿轮朝向另一方向转动时所述第二齿轮相对于所述输出轴自由转动，在所述第二模式中，当所述第二齿轮朝向所述一个方向或者朝向所述另一个方向转动时，所述第二齿轮相对于所述输出轴自由转动；或者，In the first mode, when the second gear rotates in one direction, the second gear is in torque-proof connection with the output shaft via the one-way clutch, and when the second gear rotates in the other direction When the second gear rotates freely relative to the output shaft, in the second mode, when the second gear rotates toward the one direction or toward the other direction, the second gear relatively rotate freely about said output shaft; or,
在所述第一模式中，当所述第二齿轮朝向所述一个方向和所述另一个方向转动时所述第二齿轮经由所述单向离合器与所述输出轴抗扭连接，在所述第二模式中，当所述第二齿轮朝向所述一个方向转动时所述第二齿轮经由所述单向离合器与所述输出轴抗扭连接，当所述第二齿轮朝向另一方向转动时所述第二齿轮相对于所述输出轴自由转动。In the first mode, when the second gear rotates toward the one direction and the other direction, the second gear is torque-proof connected with the output shaft via the one-way clutch, in the In the second mode, when the second gear rotates in the one direction, the second gear is anti-torsionally connected with the output shaft via the one-way clutch, and when the second gear rotates in the other direction, The second gear is free to rotate relative to the output shaft.
在另一个可选的方案中，所述单向离合器为超越离合器或可选单向离合器。In another optional solution, the one-way clutch is an overrunning clutch or an optional one-way clutch.
在另一个可选的方案中，所述第二离合器为制动器，所述第三离合器为双向离合器。In another optional solution, the second clutch is a brake, and the third clutch is a two-way clutch.
在另一个可选的方案中，所述第一带轮和所述第二带轮中的至少一者具有可动锥盘和固定锥盘，所述可动锥盘能够相对于所述固定锥盘运动，使得所述可动锥盘和所述固定锥盘之间的宽度能够变化。In another optional solution, at least one of the first pulley and the second pulley has a movable cone and a fixed cone, and the movable cone can move relative to the fixed cone The disc moves such that the width between the movable cone and the fixed cone can be varied.
在另一个可选的方案中，所述车辆包括控制单元，所述控制单元能够控制所述减速机构使得所述减速机构处于如下的三种工作模式，In another optional solution, the vehicle includes a control unit capable of controlling the deceleration mechanism so that the deceleration mechanism is in the following three working modes,
在直驱模式中，所述第一离合器接合，所述第二离合器分离，所述第三离合器分离，所述减速机构能够经由所述第一齿轮、所述第二齿轮和所述第三齿轮传递扭矩；In the direct drive mode, the first clutch is engaged, the second clutch is disengaged, the third clutch is disengaged, and the reduction mechanism can transmit torque;
在带驱动模式中，所述第一离合器分离，所述第二离合器分离，所述第三离合器接合，所述减速机构能够经由所述第一带轮、所述第二带轮和所述带传递扭矩；In the belt drive mode, the first clutch is disengaged, the second clutch is disengaged, the third clutch is engaged, and the reduction mechanism can transmit torque;
在倒挡模式中，所述第一离合器分离，所述第二离合器接合，所述第三离合器分离，所述减速机构能够经由所述第一带轮、所述第二带轮和所述带传递扭矩。In the reverse gear mode, the first clutch is disengaged, the second clutch is engaged, and the third clutch is disengaged, and the speed reduction mechanism can pass through the first pulley, the second pulley and the belt transmit torque.
本申请还提供了一种如下的车辆，其包括动力源和以上技术方案中任意一项技术方案所述的减速机构，所述动力源与所述输入轴抗扭连接。The present application also provides a vehicle as follows, which includes a power source and the reduction mechanism described in any one of the above technical solutions, the power source is connected to the input shaft in a torque-resistant manner.
通过采用上述技术方案，本申请提供了一种新型的减速机构及车辆。该减速机构包括输入轴、中间轴、输出轴和调整装置，调整装置设置在输入轴和中间轴之间，输入轴和中间轴能够经由调整装置实现抗扭连接或解除该抗扭连接。进一步地，减速机构还包括第一齿轮、第二齿轮、第三齿轮和第一离合器，第一齿轮与输入轴和输出轴中的一者抗扭连接，第三齿轮与第二齿轮和第一齿轮始终处于啮合状态，第一离合器设置于第二齿轮与输入轴和输出轴中的另一者之间。当第一离合器接合时，第二齿轮经由第一离合器与输入轴和输出轴中的另一者抗扭连接，当第一离合器分离时，第二齿轮与输入轴和输出轴中的另一者解除抗扭连接。进一步地，减速机构还包括第一带轮、第二带轮和带，第一带轮与中间轴抗扭连接，第二带轮与输出轴抗扭连接，第一带轮和第二带轮经由带始终抗扭连接。By adopting the above technical solution, the present application provides a novel deceleration mechanism and vehicle. The reduction mechanism includes an input shaft, an intermediate shaft, an output shaft and an adjustment device, the adjustment device is arranged between the input shaft and the intermediate shaft, and the input shaft and the intermediate shaft can realize or release the anti-torsion connection through the adjustment device. Further, the reduction mechanism also includes a first gear, a second gear, a third gear and a first clutch, the first gear is connected torsionally with one of the input shaft and the output shaft, the third gear is connected with the second gear and the first The gears are always engaged, and the first clutch is disposed between the second gear and the other of the input shaft and the output shaft. When the first clutch is engaged, the second gear is torsionally connected with the other of the input shaft and the output shaft via the first clutch, and when the first clutch is disengaged, the second gear is connected with the other of the input shaft and the output shaft Release the anti-twist connection. Further, the deceleration mechanism also includes a first pulley, a second pulley and a belt, the first pulley is connected to the intermediate shaft in a torque-resistant manner, the second pulley is connected to the output shaft in a torque-resistant manner, and the first pulley and the second pulley The connection is always torsion-proof via the strap.
在根据本申请的减速机构中，通过调整装置使得减速机构选择性地经由第一带轮、第二带轮和带构成的带传动机构或第一齿轮、第二齿轮和第三齿轮构成的齿轮副传递扭矩。这样，一方面，能够利用带传动机构实现减速机构在车辆正常行驶(高速行驶)状态下的无级变速；另一方面，齿轮副能够在车辆启动和低速行驶状态下传递扭矩，从而避免了在车辆启动和低速行驶情况下利用带传动机构传递扭矩对车辆的加速性能造成的不利影响。In the speed reduction mechanism according to the present application, the speed reduction mechanism is selectively passed through the belt transmission mechanism composed of the first pulley, the second pulley and the belt or the gear composed of the first gear, the second gear and the third gear through the adjusting device. Auxiliary transmission torque. In this way, on the one hand, the belt transmission mechanism can be used to realize the stepless speed change of the deceleration mechanism in the normal driving (high speed driving) state of the vehicle; The adverse effect on the acceleration performance of the vehicle caused by using the belt transmission mechanism to transmit torque when the vehicle starts and runs at low speed.
附图说明Description of drawings
图1是示出了根据本申请的一实施例的减速机构的拓扑结构的示意图。FIG. 1 is a schematic diagram showing a topology of a reduction mechanism according to an embodiment of the present application.
图2是示出了图1中的减速机构在直驱模式下的扭矩传递路径的示意图，其中虚线表示动力源的扭矩传递路径。FIG. 2 is a schematic diagram showing the torque transmission path of the speed reduction mechanism in FIG. 1 in the direct drive mode, where the dotted line indicates the torque transmission path of the power source.
图3是示出了图1中的减速机构在带驱动模式下的扭矩传递路径的示意图，其中虚线表示动力源的扭矩传递路径。FIG. 3 is a schematic diagram showing a torque transmission path of the speed reduction mechanism in FIG. 1 in a belt drive mode, where the dotted line indicates a torque transmission path of a power source.
图4是示出了图1中的减速机构在倒挡模式下的扭矩传递路径的示意图， 其中虚线表示动力源的扭矩传递路径。FIG. 4 is a schematic diagram showing a torque transmission path of the speed reduction mechanism in FIG. 1 in a reverse mode, where the dotted line indicates a torque transmission path of a power source.
附图标记说明Explanation of reference signs
S1输入轴 S2中间轴 S3输出轴S1 input shaft S2 intermediate shaft S3 output shaft
SU太阳轮 PG1第一行星轮 PG2第二行星轮 P行星轮架 R齿圈SU sun gear PG1 first planetary gear PG2 second planetary gear P planetary gear carrier R ring gear
S单向离合器 B制动器 C双向离合器S one-way clutch B brake C two-way clutch
G1第一齿轮 G2第二齿轮 G3第三齿轮 BP1第一带轮 BP2第二带轮 BE带 H壳体。G1 first gear G2 second gear G3 third gear BP1 first pulley BP2 second pulley BE belt H shell.
具体实施方式detailed description
以下将结合说明书附图详细说明本申请的具体实施例。应当理解，这些具体的说明仅用于示教本领域技术人员如何实施本申请，而不用于穷举本申请的所有可行的方式，也不用于限制本申请的范围。Specific embodiments of the present application will be described in detail below in conjunction with the accompanying drawings. It should be understood that these specific descriptions are only used to teach those skilled in the art how to implement the present application, but are not intended to exhaust all possible ways of the present application, nor are they used to limit the scope of the present application.
需要说明的是，在本申请中，“抗扭连接”是指两个部件之间能够传递扭矩地连接，如无特殊说明，表示这两个部件之间直接连接或者间接连接。It should be noted that, in this application, "torque-resistant connection" refers to a connection between two components capable of transmitting torque, and unless otherwise specified, means a direct connection or an indirect connection between the two components.
(根据本申请的一实施例的减速机构的结构)(Structure of Speed Reduction Mechanism According to One Embodiment of the Present Application)
如图1所示，根据本申请的一实施例的减速机构包括输入轴S1、中间轴S2和输出轴S3。输入轴S1和中间轴S2同轴布置。输出轴S3与输入轴S1、中间轴S2平行布置，并且与输入轴S1和中间轴S2间隔开。As shown in FIG. 1 , a reduction mechanism according to an embodiment of the present application includes an input shaft S1 , an intermediate shaft S2 and an output shaft S3 . The input shaft S1 and the intermediate shaft S2 are arranged coaxially. The output shaft S3 is arranged in parallel with the input shaft S1 and the intermediate shaft S2, and is spaced apart from the input shaft S1 and the intermediate shaft S2.
进一步地，如图1所示，根据本申请的一实施例的减速机构还包括第一齿轮G1、第二齿轮G2、第三齿轮G3和单向离合器S(第一离合器)。第一齿轮G1与输入轴S1抗扭连接，使得第一齿轮G1与输入轴S1始终一起转动，两者之间能够传递扭矩。第二齿轮G2设置于输出轴S3上，并且第一离合器设置在第二齿轮G2和输出轴S3之间。第三齿轮G3与第一齿轮G1和第二齿轮G2始终处于啮合状态。第三齿轮G3为惰轮，用于改变扭矩的传动方向。Further, as shown in FIG. 1 , the reduction mechanism according to an embodiment of the present application further includes a first gear G1 , a second gear G2 , a third gear G3 and a one-way clutch S (first clutch). The first gear G1 is rotationally connected to the input shaft S1, so that the first gear G1 and the input shaft S1 always rotate together, and torque can be transmitted between them. The second gear G2 is disposed on the output shaft S3, and the first clutch is disposed between the second gear G2 and the output shaft S3. The third gear G3 is always in mesh with the first gear G1 and the second gear G2. The third gear G3 is an idler gear for changing the transmission direction of torque.
单向离合器S在本实施例中被构造成能够在第一模式和第二模式之间转换。在第一模式(单向模式)中，当第二齿轮G2朝向一个方向转动时，第二齿轮G2经由单向离合器S与输出轴S3抗扭连接，两者之间能够传递扭矩；当第二齿轮G2朝向另一方向转动时，第二齿轮G2相对于输出轴S3自由转动，两者之间不能传递扭矩。在第二模式(自由模式)中，无论第二齿轮G2朝向一个方向或者朝向另一个方向转动，第二齿轮G2均相对于输出轴S3自由转动，两者之间不能传递扭矩。由此，当单向离合器S处于第一模式(单向模式)且第二齿轮G2经由单向离合器S与输出轴S3抗扭连接时，此时单向离合器S被视为处于接合状态，其余情况单向离合器S被视为处于分离状态。进一步地，在可选的方案中，单向离合器S为超越离合器。在单向离合器S为超越离合器的情况下，即使单向离合器S处于第一模式(单向模式)且第二齿轮G2朝向一个方向转动，由于输出轴S3的速度大于第二齿轮G2的速度，因而第二齿轮G2与输出轴S3不能传递扭矩。The one-way clutch S is configured to be switchable between the first mode and the second mode in this embodiment. In the first mode (one-way mode), when the second gear G2 rotates in one direction, the second gear G2 is anti-torsionally connected to the output shaft S3 via the one-way clutch S, and torque can be transmitted between the two; When the gear G2 rotates in the other direction, the second gear G2 rotates freely relative to the output shaft S3, and no torque can be transmitted between the two. In the second mode (free mode), no matter whether the second gear G2 rotates in one direction or in the other direction, the second gear G2 is free to rotate relative to the output shaft S3, and no torque can be transmitted between the two. Therefore, when the one-way clutch S is in the first mode (one-way mode) and the second gear G2 is in torque-proof connection with the output shaft S3 via the one-way clutch S, the one-way clutch S is considered to be in the engaged state at this time, and the rest Situation The one-way clutch S is considered to be disengaged. Further, in an optional solution, the one-way clutch S is an overrunning clutch. In the case where the one-way clutch S is an overrunning clutch, even if the one-way clutch S is in the first mode (one-way mode) and the second gear G2 rotates in one direction, since the speed of the output shaft S3 is greater than the speed of the second gear G2, Therefore, the second gear G2 and the output shaft S3 cannot transmit torque.
替代地，单向离合器S也可以选择为可选单向离合器(selectable one way clutch)，可选单向离合器具有两种模式，在第一模式中，可选单向离合器能够双向锁止，由此第二齿轮G2与输出轴S3能够在两个转动方向上抗扭连接，进而传递扭矩；而在第二模式中，当第二齿轮G2朝向一个方向转动时，第二齿轮G2经由单向离合器S与输出轴S3抗扭连接，两者之间能够传递扭矩；当第二齿轮G2朝向另一方向转动时，第二齿轮G2相对于输出轴S3自由转动，两者之间不能传递扭矩。Alternatively, the one-way clutch S can also be selected as a selectable one-way clutch (selectable one-way clutch), and the selectable one-way clutch has two modes. In the first mode, the selectable one-way clutch can be bidirectionally locked, thus the second The gear G2 and the output shaft S3 can be anti-torsionally connected in two rotation directions, and then transmit torque; in the second mode, when the second gear G2 rotates in one direction, the second gear G2 is connected to the output shaft via the one-way clutch S The shaft S3 is connected against torsion, and torque can be transmitted between the two; when the second gear G2 rotates in the other direction, the second gear G2 rotates freely relative to the output shaft S3, and no torque can be transmitted between the two.
进一步地，如图1所示，根据本申请的一实施例的减速机构还包括第一带轮BP1、第二带轮BP2和带BE。第一带轮BP1与中间轴S2抗扭连接，使得第一带轮BP1与中间轴S2一起转动，两者之间能够传递扭矩。第二带轮BP2与输出轴S3抗扭连接，使得第二带轮BP2与输出轴S3一起转动，两者之间能够传递扭矩。第一带轮BP1和第二带轮BP2经由带BE(例如皮带或金属带)始终传动联接。第一带轮BP1和第二带轮BP2均包括可动锥盘和固定锥盘，通过使第一带轮BP1的可动锥盘相对于固定锥盘运动和/或使第二带轮BP2的 可动锥盘相对于固定锥盘运动，能够改变带BE与第一带轮BP1耦合的半径和/或带BE与第二带轮BP2耦合的半径，从而使得第一带轮BP1和第二带轮BP2之间的传动比进行无级改变。由此，在减速机构利用带传动机构传递扭矩时能够实现无级变速。Further, as shown in FIG. 1 , the reduction mechanism according to an embodiment of the present application further includes a first pulley BP1 , a second pulley BP2 and a belt BE. The first pulley BP1 is rotationally connected to the intermediate shaft S2, so that the first pulley BP1 and the intermediate shaft S2 rotate together, and torque can be transmitted between them. The second pulley BP2 is connected to the output shaft S3 in a torque-resistant manner, so that the second pulley BP2 and the output shaft S3 rotate together, and torque can be transmitted between the two. The first pulley BP1 and the second pulley BP2 are always drivingly coupled via a belt BE (eg a belt or a metal belt). Both the first pulley BP1 and the second pulley BP2 include a movable cone and a fixed cone, and the movable cone of the first pulley BP1 moves relative to the fixed cone and/or the second pulley BP2 The movable conical disk moves relative to the fixed conical disk, which can change the coupling radius of the belt BE and the first pulley BP1 and/or the coupling radius of the belt BE and the second pulley BP2, so that the first pulley BP1 and the second belt pulley The transmission ratio between the wheels BP2 is continuously varied. Thereby, when the speed reduction mechanism transmits the torque by the belt transmission mechanism, it is possible to realize the continuously variable speed change.
进一步地，根据本申请的一实施例的减速机构还包括设置在输入轴S1和中间轴S2之间的调整装置，输入轴S1和中间轴S2能够经由调整装置实现抗扭连接或解除该抗扭连接。具体地，如图1所示，该调整装置包括行星齿轮机构、制动器B(第二离合器)和双向离合器C(第三离合器)。Further, the speed reduction mechanism according to an embodiment of the present application also includes an adjustment device arranged between the input shaft S1 and the intermediate shaft S2, and the input shaft S1 and the intermediate shaft S2 can be connected through the adjustment device to achieve torque resistance or release the torque resistance connect. Specifically, as shown in FIG. 1 , the adjustment device includes a planetary gear mechanism, a brake B (second clutch) and a two-way clutch C (third clutch).
行星齿轮机构包括太阳轮SU、第一行星轮PG1、第二行星轮PG2、行星轮架P和齿圈R。太阳轮SU与中间轴S2抗扭连接，使得太阳轮SU与中间轴S2能够一起转动，两者之间始终能够传递扭矩。多个第一行星轮PG1和多个第二行星轮PG2安装于行星轮架P，行星轮架P与输入轴S1抗扭连接，使得行星轮架P与输入轴S1能够一起转动，两者之间始终能够传递扭矩。多个第一行星轮PG1位于太阳轮SU的径向外侧，并且与太阳轮SU始终处于啮合状态。多个第二行星轮PG2位于多个第一行星轮PG1的径向外侧，一个第二行星轮PG2与一个第一行星轮PG1构成一组，多组行星轮在行星齿轮机构的周向上均匀分布。在各组行星轮中，第二行星轮PG2与第一行星轮PG1始终处于啮合状态。行星轮架P能够随着多个第一行星轮PG1和多个第二行星轮PG2一起绕着太阳轮SU转动。齿圈R位于第二行星轮PG2的径向外侧且与多个第二行星轮PG2始终啮合。The planetary gear mechanism includes a sun gear SU, a first planetary gear PG1, a second planetary gear PG2, a carrier P and a ring gear R. The sun gear SU is torsionally connected to the intermediate shaft S2, so that the sun gear SU and the intermediate shaft S2 can rotate together, and torque can always be transmitted between them. A plurality of first planetary gears PG1 and a plurality of second planetary gears PG2 are installed on the planetary gear carrier P, and the planetary gear carrier P is connected to the input shaft S1 in a torque-resistant manner, so that the planetary gear carrier P and the input shaft S1 can rotate together. Torque can always be transmitted between them. The plurality of first planetary gears PG1 are located radially outside of the sun gear SU, and are always in mesh with the sun gear SU. Multiple second planetary gears PG2 are located radially outside multiple first planetary gears PG1, one second planetary gear PG2 and one first planetary gear PG1 form a group, multiple sets of planetary gears are evenly distributed in the circumferential direction of the planetary gear mechanism . In each set of planetary gears, the second planetary gear PG2 and the first planetary gear PG1 are always in meshing state. The planet carrier P can rotate around the sun gear SU together with the plurality of first planet gears PG1 and the plurality of second planet gears PG2. The ring gear R is located radially outside the second planetary gear PG2 and is always in mesh with the plurality of second planetary gears PG2.
制动器B可以是湿式制动器，也就是说制动器B能够通过液压控制其接合和分离。制动器B安装于行星齿轮机构的齿圈R以及减速机构的壳体H之间。这样，当制动器B接合时，齿圈R与减速机构的壳体H抗扭连接，使得齿圈R相对于减速机构的壳体H固定而不能转动；当制动器B分离时，齿圈R与减速机构的壳体H的抗扭连接被解除，齿圈R能够相对于减速机构的壳体H自由转动。Brake B may be a wet brake, that is to say that brake B can be hydraulically controlled to engage and disengage. The brake B is installed between the ring gear R of the planetary gear mechanism and the housing H of the reduction mechanism. In this way, when the brake B is engaged, the ring gear R is connected to the housing H of the reduction mechanism in a torque-proof manner, so that the ring gear R is fixed relative to the housing H of the reduction mechanism and cannot rotate; when the brake B is disengaged, the ring gear R and the reduction gear The torque-proof connection of the housing H of the mechanism is released, and the ring gear R is free to rotate relative to the housing H of the reduction mechanism.
双向离合器C可以是湿式摩擦离合器，也就是说双向离合器C能够通过 液压控制其接合和分离。双向离合器C安装于行星轮架P和中间轴S2之间。这样，当双向离合器C接合时，行星轮架P与中间轴S2抗扭连接，使得行星轮架P与中间轴S2能够一起转动，两者之间能够传递扭矩；当双向离合器C分离时，行星轮架P与中间轴S2的直接地抗扭连接被解除。The two-way clutch C can be a wet friction clutch, that is to say the two-way clutch C can be engaged and disengaged through hydraulic control. The two-way clutch C is installed between the planet carrier P and the intermediate shaft S2. In this way, when the two-way clutch C is engaged, the planetary carrier P and the intermediate shaft S2 are anti-torsionally connected, so that the planetary carrier P and the intermediate shaft S2 can rotate together, and torque can be transmitted between them; when the two-way clutch C is disengaged, the planetary carrier P The direct, rotationally fixed connection of the wheel carrier P to the intermediate shaft S2 is released.
以上详细地说明了根据本申请的一实施例的减速机构的具体结构，以下将说明该减速机构的工作模式。The specific structure of the speed reduction mechanism according to an embodiment of the present application has been described in detail above, and the working mode of the speed reduction mechanism will be described below.
(根据本申请的一实施例的减速机构的工作模式)(Operation Mode of Speed Reduction Mechanism According to One Embodiment of the Present Application)
在图1中示出的根据本申请的一实施例的减速机构包括控制单元(图中未示出)，该控制单元能够控制减速机构使得该减速机构具有多种工作模式，包括但不限于以下三种工作模式，即直驱模式、带驱动模式和倒挡模式。The speed reduction mechanism according to an embodiment of the present application shown in FIG. 1 includes a control unit (not shown in the figure), which can control the speed reduction mechanism so that the speed reduction mechanism has multiple operating modes, including but not limited to the following Three working modes, namely direct drive mode, belt drive mode and reverse gear mode.
在以下的表1中示出了上述示例性的工作模式中单向离合器S、制动器B和双向离合器C的工作状态。The operation states of the one-way clutch S, the brake B and the two-way clutch C in the above-mentioned exemplary operation modes are shown in Table 1 below.
【表1】【Table 1】
模式model SS BB CC
直驱模式direct drive mode ■■  the  the
带驱动模式with drive mode ■/□■/□  the ■■
倒挡模式Reverse mode □□ ■■  the
对于以上表1中的内容进行如下说明。The contents in the above Table 1 are explained as follows.
1.表1中的第一行中的S、B、C分别与图1中附图标记相对应，即分别表示图1的减速机构中的单向离合器S、制动器B和双向离合器C。1. S, B, and C in the first row in Table 1 correspond to the reference numerals in Fig. 1 respectively, that is, respectively represent the one-way clutch S, the brake B and the two-way clutch C in the reduction mechanism of Fig. 1 .
2.关于符号“■”和“□”2. About the symbols "■" and "□"
对于表1中的S所在的列，有符号“■”表示单向离合器S处于第一模式(单向模式)，有符号“□”表示单向离合器S处于第二模式(自由模式)。For the column of S in Table 1, the symbol "■" indicates that the one-way clutch S is in the first mode (one-way mode), and the symbol "□" indicates that the one-way clutch S is in the second mode (free mode).
对于表1中B、C所在的列，有符号“■”表示制动器B和双向离合器C接合，没有符号“■”表示制动器B和双向离合器C分离。For the columns of B and C in Table 1, the symbol "■" indicates that the brake B and the two-way clutch C are engaged, and the absence of the symbol "■" indicates that the brake B and the two-way clutch C are disengaged.
结合以上的表1，对图1中的减速机构的工作模式进行更具体的说明。In combination with Table 1 above, the working mode of the speed reduction mechanism in FIG. 1 will be described in more detail.
如表1所示，图1中的减速机构的控制单元能够控制减速机构使减速机构 实现直驱模式。As shown in Table 1, the control unit of the deceleration mechanism in Fig. 1 can control the deceleration mechanism so that the deceleration mechanism realizes the direct drive mode.
当减速机构处于直驱模式时，When the reduction mechanism is in direct drive mode,
单向离合器S处于第一模式(单向模式)，制动器B和双向离合器C均处于分离状态。The one-way clutch S is in the first mode (one-way mode), and both the brake B and the two-way clutch C are in disengaged states.
这样，如图2所示，来自动力源的扭矩经由第一齿轮G1、第二齿轮G2和第三齿轮G3构成的齿轮副向车轮传递扭矩。来自动力源的扭矩传递路径如下：输入轴S1→第一齿轮G1→第三齿轮G3→第二齿轮G2→单向离合器S→输出轴S3，该扭矩用于驱动。这种工作模式特别适用于车辆启动和处于低速状态。In this way, as shown in FIG. 2 , the torque from the power source is transmitted to the wheels through the gear pair formed by the first gear G1 , the second gear G2 and the third gear G3 . The torque transmission path from the power source is as follows: input shaft S1→first gear G1→third gear G3→second gear G2→one-way clutch S→output shaft S3, the torque is used for driving. This mode of operation is especially suitable for vehicles starting and at low speeds.
如表1所示，图1中的减速机构的控制单元能够控制减速机构使减速机构实现带驱动模式。As shown in Table 1, the control unit of the deceleration mechanism in FIG. 1 can control the deceleration mechanism so that the deceleration mechanism realizes the belt drive mode.
当减速机构处于带驱动模式时，When the reduction mechanism is in belt drive mode,
单向离合器S处于第一模式(单向模式)或第二模式(自由模式)，制动器B处于分离状态，双向离合器C处于接合状态。The one-way clutch S is in the first mode (one-way mode) or the second mode (free mode), the brake B is in the disengaged state, and the two-way clutch C is in the engaged state.
这样，如图3所示，来自动力源的扭矩经由第一带轮BP1、第二带轮BP2和带BE构成的带传动机构向车轮传递扭矩。来自动力源的扭矩传递路径如下：输入轴S1→行星轮架P→中间轴S2→第一带轮BP1→带BE→第二带轮BP2→输出轴S3，该扭矩用于驱动。这种工作模式特别适用于车辆处于正常行驶状态(高速状态)。In this way, as shown in FIG. 3 , the torque from the power source is transmitted to the wheels via the belt transmission mechanism constituted by the first pulley BP1 , the second pulley BP2 , and the belt BE. The torque transmission path from the power source is as follows: input shaft S1→planet carrier P→intermediate shaft S2→first pulley BP1→belt BE→second pulley BP2→output shaft S3, this torque is used for driving. This working mode is especially suitable for vehicles in normal driving state (high speed state).
如表1所示，图1中的减速机构的控制单元能够控制减速机构使减速机构实现倒挡模式。As shown in Table 1, the control unit of the deceleration mechanism in FIG. 1 can control the deceleration mechanism so that the deceleration mechanism realizes the reverse gear mode.
当减速机构处于倒挡模式时，When the reduction mechanism is in reverse mode,
单向离合器S处于第二模式(自由模式)，制动器B处于接合状态，双向离合器C处于分离状态。The one-way clutch S is in the second mode (free mode), the brake B is in the engaged state, and the two-way clutch C is in the disengaged state.
这样，如图4所示，来自动力源的扭矩经由第一带轮BP1、第二带轮BP2和带BE构成的带传动机构向车轮传递扭矩。来自动力源的扭矩传递路径如下：输入轴S1→行星轮架P→第一行星轮PG1和第二行星轮PG2→太阳轮SU →中间轴S2→第一带轮BP1→带BE→第二带轮BP2→输出轴S3，该扭矩用于驱动。在倒挡模式中，中间轴S2的转动方向与输入轴S1的转动方向相反，这种工作模式特别适用于车辆需要进行倒车的状态。In this way, as shown in FIG. 4 , the torque from the power source is transmitted to the wheels via the belt transmission mechanism constituted by the first pulley BP1 , the second pulley BP2 , and the belt BE. The torque transmission path from the power source is as follows: input shaft S1→planetary carrier P→first planetary gear PG1 and second planetary gear PG2→sun gear SU→intermediate shaft S2→first pulley BP1→belt BE→second belt Wheel BP2 → output shaft S3, this torque is used for driving. In the reverse gear mode, the rotation direction of the intermediate shaft S2 is opposite to the rotation direction of the input shaft S1. This working mode is especially suitable for the state where the vehicle needs to be reversed.
此外，本申请还包括一种包括上述减速机构的车辆。车辆具有作为动力源的发动机，发动机经由减振机构与减速机构的输入轴S1始终传动联接。因而，车辆具有上述减速机构同样的功能和效果。In addition, the present application also includes a vehicle including the above speed reduction mechanism. The vehicle has an engine as a power source, and the engine is always in transmission connection with the input shaft S1 of the reduction mechanism via a vibration damping mechanism. Therefore, the vehicle has the same functions and effects as the speed reduction mechanism described above.
应当理解，上述实施方式仅是示例性的，不用于限制本申请。本领域技术人员可以在本申请的教导下对上述实施方式做出各种变型和改变，而不脱离本申请的范围。另外，进行如下的补充说明。It should be understood that the above-mentioned embodiments are only exemplary, and are not intended to limit the present application. Those skilled in the art can make various modifications and changes to the above-mentioned embodiments under the teaching of the present application without departing from the scope of the present application. In addition, the following supplementary explanation will be given.
i.在以上的具体实施方中说明了第一齿轮G1与输入轴S1抗扭连接，第二齿轮G2与输出轴S3之间设置单向离合器S，但是本发明不限于此。可以采用如下的可选方案，单向离合器S设置在第一齿轮G1与输入轴S1之间。这种替代方案能够实现与上述具体实施方式中说明的方案相同的效果。i. In the above specific embodiments, it is described that the first gear G1 is torsionally connected to the input shaft S1, and the one-way clutch S is provided between the second gear G2 and the output shaft S3, but the present invention is not limited thereto. The following alternative solution can be adopted, the one-way clutch S is arranged between the first gear G1 and the input shaft S1. This alternative can achieve the same effect as the solution described in the above detailed description.
ii.在以上的具体实施方式中说明了行星齿轮机构具有第一行星轮PG1和第二行星轮PG2，但是本发明不限于此。在一种可选方案中，一组行星轮也可以采用具有其他任意多个行星轮的行星齿轮机构。ii. In the above specific embodiments, it has been described that the planetary gear mechanism has the first planetary gear PG1 and the second planetary gear PG2 , but the present invention is not limited thereto. In an optional solution, a set of planetary gears may also adopt a planetary gear mechanism with any other plurality of planetary gears.
iii.在以上的具体实施方式中说明了包括发动机作为动力源的车辆，但是本发明不限于此。可以采用电机作为动力源。iii. In the above specific embodiments, a vehicle including an engine as a power source has been described, but the present invention is not limited thereto. An electric motor may be used as the power source.
iv.可以理解，当车辆开始启动或者从低速加速时，可以使减速机构处于第一工作模式(直驱模式)，这时可以通过齿轮副传递扭矩，齿轮副比扭矩受限的带传动机构所能够传递的扭矩要大很多，因而极大地改善了减速机构在车辆启动或者低速状态下的加速性能。当车辆处于正常行驶状态(高速状态)时，可以使减速机构处于第二工作模式(带驱动模式)，这时由于在轴间所需传递的扭矩较小，因而可以利用带传动机构传递扭矩。而且，在从第一工作模式(直驱模式)朝向第二工作模式(带驱动模式)转换的过程中，由于双向离合器C具有滑摩功能，其允许双向离合器C的输入侧与输出侧之间存在连续的转速差，直到双向离合器C完全接合之前单向离合器S能够始终 起作用，这时在上述转换的过程中不会出现动力中断的现象。iv. It can be understood that when the vehicle starts to start or accelerates from a low speed, the speed reduction mechanism can be in the first working mode (direct drive mode), at this time, the torque can be transmitted through the gear pair, and the belt transmission mechanism with limited torque ratio of the gear pair The torque that can be transmitted is much larger, thus greatly improving the acceleration performance of the reduction mechanism when the vehicle is started or at a low speed. When the vehicle is in a normal driving state (high speed state), the reduction mechanism can be in the second working mode (belt drive mode). At this time, since the torque required to be transmitted between the shafts is small, the belt transmission mechanism can be used to transmit torque. Moreover, in the process of shifting from the first working mode (direct drive mode) to the second working mode (belt drive mode), since the two-way clutch C has a slipping function, it allows the connection between the input side and the output side of the two-way clutch C. There is a continuous speed difference, and the one-way clutch S can always work until the two-way clutch C is fully engaged, and at this time, there will be no power interruption during the above-mentioned conversion process.
v.可以理解，根据本申请的减速机构与现有技术的无级减速机构相比结构并未进行大幅改变。v. It can be understood that the structure of the speed reduction mechanism according to the present application has not changed significantly compared with the stepless speed reduction mechanism of the prior art.
vi.在第二齿轮G2与输出轴S3之间可以设置其它传统的离合器来代替单向离合器S。这样，当该离合器接合时，第二齿轮G2经由离合器与输出轴S3抗扭连接，使得第二齿轮G2与输出轴S3能够一起转动，两者之间能够传递扭矩；当该离合器分离时，第二齿轮G2相对于输出轴S3自由转动，两者之间不能传递扭矩，也即此时第二齿轮G2处于被拖曳状态。本发明选用单向离合器，与常规地选用摩擦离合器相比，首先，能够降低空间的要求；其次，当处于带驱动模式或倒挡模式时，第二齿轮G2处于被拖曳的状态，而摩擦离合器在被拖曳的状态下产生较大的拖曳扭矩，从而降低了效率，而本发明采用单向离合器则能够至少降低这样的问题，甚至不存在这样的问题。vi. Instead of the one-way clutch S, other conventional clutches can be provided between the second gear G2 and the output shaft S3. In this way, when the clutch is engaged, the second gear G2 is anti-torsionally connected with the output shaft S3 via the clutch, so that the second gear G2 and the output shaft S3 can rotate together, and torque can be transmitted between them; when the clutch is disengaged, the second gear G2 The second gear G2 is free to rotate relative to the output shaft S3, and torque cannot be transmitted between the two, that is, the second gear G2 is in a dragged state at this time. The present invention selects a one-way clutch, compared with a conventional friction clutch, firstly, it can reduce the space requirement; secondly, when it is in the belt drive mode or the reverse gear mode, the second gear G2 is in the state of being dragged, and the friction clutch In the state of being towed, a large drag torque is generated, thereby reducing efficiency, and the use of the one-way clutch in the present invention can at least reduce such problems, or even not exist.

Claims (10)

  1. 一种减速机构，所述减速机构包括：A speed reduction mechanism, the speed reduction mechanism comprising:
    输入轴(S1)、中间轴(S2)和输出轴(S3)；Input shaft (S1), intermediate shaft (S2) and output shaft (S3);
    调整装置，所述调整装置设置在所述输入轴(S1)和所述中间轴(S2)之间，所述输入轴(S1)和所述中间轴(S2)能够经由所述调整装置实现抗扭连接或解除抗扭连接；an adjustment device, the adjustment device is arranged between the input shaft (S1) and the intermediate shaft (S2), and the input shaft (S1) and the intermediate shaft (S2) can realize anti- Twist connection or release anti-twist connection;
    第一齿轮(G1)、第二齿轮(G2)、第三齿轮(G3)和第一离合器，所述第一齿轮(G1)与所述输入轴(S1)和所述输出轴(S3)中的一者抗扭连接，所述第三齿轮(G3)与所述第二齿轮(G2)和所述第一齿轮(G1)始终处于啮合状态，所述第一离合器设置在所述第二齿轮(G2)与所述输入轴(S1)和所述输出轴(S3)中的另一者之间，当所述第一离合器接合时所述第二齿轮(G2)经由所述第一离合器与所述另一者抗扭连接，当所述第一离合器分离时所述第二齿轮(G2)与所述另一者能够解除抗扭连接；以及The first gear (G1), the second gear (G2), the third gear (G3) and the first clutch, the first gear (G1) is connected with the input shaft (S1) and the output shaft (S3) One of the torsion-resistant connections, the third gear (G3) is always in mesh with the second gear (G2) and the first gear (G1), the first clutch is set on the second gear (G2) and the other of the input shaft (S1) and the output shaft (S3), when the first clutch is engaged, the second gear (G2) via the first clutch and said other is torsionally connected, and said second gear (G2) is torsionally decoupled from said other when said first clutch is disengaged; and
    第一带轮(BP1)、第二带轮(BP2)和带(BE)，所述第一带轮(BP1)与所述中间轴(S2)抗扭连接，所述第二带轮(BP2)与所述输出轴(S3)抗扭连接，所述第一带轮(BP1)和所述第二带轮(BP2)经由所述带(BE)抗扭连接，以构成无级变速机构。The first pulley (BP1), the second pulley (BP2) and the belt (BE), the first pulley (BP1) is connected to the intermediate shaft (S2) ) is connected to the output shaft (S3) in a torque-resistant manner, and the first pulley (BP1) and the second pulley (BP2) are connected in a torque-resistant manner via the belt (BE) to form a continuously variable transmission mechanism.
  2. 根据权利要求1所述的减速机构，其特征在于，所述调整装置包括行星齿轮机构、第二离合器和第三离合器，The reduction mechanism according to claim 1, wherein the adjusting device comprises a planetary gear mechanism, a second clutch and a third clutch,
    所述行星齿轮机构包括太阳轮(SU)、行星轮(PG1、PG2)、行星轮架(P)和齿圈(R)，所述太阳轮(SU)与所述中间轴(S2)抗扭连接，所述行星轮架(P)与所述输入轴(S1)抗扭连接，The planetary gear mechanism includes a sun gear (SU), planetary gears (PG1, PG2), a planetary gear carrier (P) and a ring gear (R), and the sun gear (SU) is torque-resistant to the intermediate shaft (S2) connection, the planetary carrier (P) is connected to the input shaft (S1) in a torsion-proof manner,
    所述第二离合器设置在所述齿圈(R)和所述减速机构的壳体(H)之间，The second clutch is disposed between the ring gear (R) and the housing (H) of the reduction mechanism,
    所述第三离合器设置在所述行星轮架(P)和所述中间轴(S2)之间。The third clutch is disposed between the planet carrier (P) and the intermediate shaft (S2).
  3. 根据权利要求2所述的减速机构，其特征在于，所述行星齿轮机构包 括多组行星轮，其中每组行星轮具有两个相互啮合地第一行星轮(PG1)和第二行星轮(PG2)，所述第一行星轮(PG1)与所述太阳轮(SU)啮合，所述第二行星轮(PG2)与所述齿圈(R)啮合。The reduction mechanism according to claim 2, characterized in that the planetary gear mechanism comprises multiple sets of planetary gears, wherein each set of planetary gears has two mutually meshing first planetary gears (PG1) and second planetary gears (PG2 ), the first planetary gear (PG1) meshes with the sun gear (SU), and the second planetary gear (PG2) meshes with the ring gear (R).
  4. 根据权利要求1至3中任一项所述的减速机构，其特征在于，所述输入轴(S1)与所述中间轴(S2)同轴布置，在所述输入轴(S1)的轴向上所述调整装置位于所述第一齿轮(G1)和所述第一带轮(BP1)之间。The reduction mechanism according to any one of claims 1 to 3, characterized in that, the input shaft (S1) is arranged coaxially with the intermediate shaft (S2), and in the axial direction of the input shaft (S1) The adjustment device is located between the first gear (G1) and the first pulley (BP1).
  5. 根据权利要求1至4中任一项所述的减速机构，其特征在于，所述第一离合器为设置在所述第二齿轮(G2)和所述输出轴(S3)之间的单向离合器(S)，所述单向离合器(S)被构造成能够在第一模式和第二模式之间转换，The reduction mechanism according to any one of claims 1 to 4, characterized in that the first clutch is a one-way clutch arranged between the second gear (G2) and the output shaft (S3) (S), said one-way clutch (S) being configured to be switchable between a first mode and a second mode,
    在所述第一模式中，当所述第二齿轮(G2)朝向一个方向转动时所述第二齿轮(G2)经由所述单向离合器(S)与所述输出轴(S3)抗扭连接，当所述第二齿轮(G2)朝向另一方向转动时所述第二齿轮(G2)相对于所述输出轴(S3)自由转动，在所述第二模式中，当所述第二齿轮(G2)朝向所述一个方向或者朝向所述另一个方向转动时，所述第二齿轮(G2)相对于所述输出轴(S3)自由转动；或者，In the first mode, when the second gear (G2) rotates in one direction, the second gear (G2) is non-torsionally connected with the output shaft (S3) via the one-way clutch (S) , when the second gear (G2) rotates in the other direction, the second gear (G2) rotates freely relative to the output shaft (S3), in the second mode, when the second gear (G2) said second gear (G2) freely rotates relative to said output shaft (S3) when rotating toward said one direction or toward said other direction; or,
    在所述第一模式中，当所述第二齿轮(G2)朝向所述一个方向和所述另一个方向转动时所述第二齿轮(G2)经由所述单向离合器(S)与所述输出轴(S3)抗扭连接，在所述第二模式中，当所述第二齿轮(G2)朝向所述一个方向转动时所述第二齿轮(G2)经由所述单向离合器(S)与所述输出轴(S3)抗扭连接，当所述第二齿轮(G2)朝向另一方向转动时所述第二齿轮(G2)相对于所述输出轴(S3)自由转动。In the first mode, when the second gear (G2) rotates toward the one direction and the other direction, the second gear (G2) is connected to the The output shaft (S3) is anti-torque connected, and in the second mode, when the second gear (G2) rotates towards the one direction, the second gear (G2) via the one-way clutch (S) The second gear (G2) rotates freely relative to the output shaft (S3) when the second gear (G2) rotates in the other direction.
  6. 根据权利要求5所述的减速机构，其特征在于，所述单向离合器(S)为超越离合器或可选单向离合器。The reduction mechanism according to claim 5, characterized in that the one-way clutch (S) is an overrunning clutch or an optional one-way clutch.
  7. 根据权利要求1至6中任一项所述的减速机构，其特征在于，所述第二离合器为制动器(B)，所述第三离合器为双向离合器(C)。The reduction mechanism according to any one of claims 1 to 6, characterized in that the second clutch is a brake (B), and the third clutch is a two-way clutch (C).
  8. 根据权利要求1至7中任一项所述的减速机构，其特征在于，所述第一带轮(BP1)和所述第二带轮(BP2)中的至少一者具有可动锥盘和固定锥盘，所述可动锥盘能够相对于所述固定锥盘运动，使得所述可动锥盘和所述固定锥盘之间的宽度能够变化。The reduction mechanism according to any one of claims 1 to 7, characterized in that at least one of the first pulley (BP1) and the second pulley (BP2) has a movable cone and The fixed cone, the movable cone can move relative to the fixed cone, so that the width between the movable cone and the fixed cone can be changed.
  9. 根据权利要求1至8中任一项所述的减速机构，其特征在于，所述车辆包括控制单元，所述控制单元能够控制所述减速机构使得所述减速机构处于如下的三种工作模式，The deceleration mechanism according to any one of claims 1 to 8, characterized in that the vehicle includes a control unit capable of controlling the deceleration mechanism so that the deceleration mechanism is in the following three working modes,
    在直驱模式中，所述第一离合器接合，所述第二离合器分离，所述第三离合器分离，所述减速机构能够经由所述第一齿轮(G1)、所述第二齿轮(G2)和所述第三齿轮(G3)传递扭矩；In the direct drive mode, the first clutch is engaged, the second clutch is disengaged, and the third clutch is disengaged, and the reduction mechanism can pass through the first gear (G1), the second gear (G2) transmit torque with said third gear (G3);
    在带驱动模式中，所述第一离合器分离，所述第二离合器分离，所述第三离合器接合，所述减速机构能够经由所述第一带轮(BP1)、所述第二带轮(BP2)和所述带(BE)传递扭矩；In the belt drive mode, the first clutch is disengaged, the second clutch is disengaged, the third clutch is engaged, and the reduction mechanism can pass through the first pulley (BP1), the second pulley ( BP2) and said belt (BE) transmit torque;
    在倒挡模式中，所述第一离合器分离，所述第二离合器接合，所述第三离合器分离，所述减速机构能够经由所述第一带轮(BP1)、所述第二带轮(BP2)和所述带(BE)传递扭矩。In the reverse gear mode, the first clutch is disengaged, the second clutch is engaged, and the third clutch is disengaged, and the reduction mechanism can pass through the first pulley (BP1), the second pulley ( BP2) and the belt (BE) transmit torque.
  10. 一种车辆，其包括动力源和权利要求1至9中任一项所述的减速机构，所述动力源与所述输入轴(S1)抗扭连接。A vehicle, comprising a power source and the reduction mechanism according to any one of claims 1 to 9, the power source is connected to the input shaft (S1) in a torque-resistant manner.
PCT/CN2021/100882 2021-06-18 2021-06-18 Speed reduction mechanism and vehicle WO2022261932A1 (en)

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Publication number Priority date Publication date Assignee Title
DE3543635A1 (en) * 1984-12-18 1986-06-19 Volkswagen AG, 3180 Wolfsburg Transmission arrangement
CN1062409A (en) * 1990-12-10 1992-07-01 陈昌晔 Belt-differential gear speed-variable box
CN102878267A (en) * 2012-10-19 2013-01-16 联合汽车电子有限公司 Hybrid stepless speed change device
CN103453103A (en) * 2013-05-11 2013-12-18 王亚 Step transition type stepless speed changer
US20180009314A1 (en) * 2015-01-20 2018-01-11 Schaeffler Technologies AG & Co. KG Gear system for an electric motor of a vehicle, and vehicle including the gear system
CN108019480A (en) * 2016-11-04 2018-05-11 上海汽车集团股份有限公司 Vehicle and its stepless gear system
CN211975806U (en) * 2020-03-29 2020-11-20 张亚宁 Overrunning type stepless speed change system

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3543635A1 (en) * 1984-12-18 1986-06-19 Volkswagen AG, 3180 Wolfsburg Transmission arrangement
CN1062409A (en) * 1990-12-10 1992-07-01 陈昌晔 Belt-differential gear speed-variable box
CN102878267A (en) * 2012-10-19 2013-01-16 联合汽车电子有限公司 Hybrid stepless speed change device
CN103453103A (en) * 2013-05-11 2013-12-18 王亚 Step transition type stepless speed changer
US20180009314A1 (en) * 2015-01-20 2018-01-11 Schaeffler Technologies AG & Co. KG Gear system for an electric motor of a vehicle, and vehicle including the gear system
CN108019480A (en) * 2016-11-04 2018-05-11 上海汽车集团股份有限公司 Vehicle and its stepless gear system
CN211975806U (en) * 2020-03-29 2020-11-20 张亚宁 Overrunning type stepless speed change system

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