Transmission system and vehicle

Abstract

The application provides a variable speed system and a car comprising the variable speed system. The application is characterized in that the driving gear is engaged with the umbrella-shaped gear at different positions in the axial direction under the centrifugal force when the driving gear rotates at different speeds. When the car is in a low speed state, the torque output to the wheels can be increased, and the low speed climbing and other working conditions can be well adapted. When the car is in a high speed state, the torque output to the wheels can be small, and the high speed driving working condition of the car can be well adapted. Moreover, the variable speed system of the application adopts a two-stage speed reduction mechanism, so that the car can adopt a smaller speed ratio, the vehicle speed can be increased faster with the increase of the driving motor speed, and thus the acceleration and the maximum speed of the vehicle are obviously improved in the medium and high speed working conditions. The variable speed system of the application can adapt to different working conditions without increasing the power and size of the driving motor.

Description

Technical Field

[0001] This application relates to the field of power transmission, and more particularly to transmission systems and automobiles including such transmission systems. Background Technology

[0002] Current electric vehicle drive systems primarily employ either a single motor directly driving a reducer, or two wheel-side motors driving a reducer. These drive systems use a fixed reduction ratio, which often results in insufficient torque during low-speed climbing or insufficient vehicle speed during high-speed driving. Summary of the Invention

[0003] This application provides a transmission system and a vehicle including the transmission system, which can simultaneously handle low-speed climbing and high-speed driving conditions, while the transmission system has low cost, size and weight.

[0004] This application provides a transmission system, which includes a spherical joint, a drive gear, and a bevel gear. The drive gear is rotatably connected to the spherical joint and can rotate at any angle around the spherical joint as an axis. The bevel gear meshes with the drive gear, and the drive gear drives the bevel gear to rotate. When the rotational speed of the drive gear is different, the drive gear rotates around the spherical joint as an axis, and the drive gear meshes with the bevel gear at different positions in the axial direction.

[0005] The transmission system further includes a drive motor, a first bevel gear, a second bevel gear, and a spur gear; the drive assembly is fixedly connected to the first bevel gear and is used to drive the first bevel gear to rotate; the first bevel gear meshes with the second bevel gear, and the first bevel gear drives the second bevel gear to rotate; the spur gear is coaxially arranged with the second bevel gear and is fixedly connected, and the second bevel gear drives the spur gear to rotate; the spur gear meshes with the drive gear, and the spur gear drives the drive gear to rotate.

[0006] The bevel gear includes a first end and a second end opposite each other in the axial direction. The diameter of the bevel gear gradually increases from the first end to the second end. The tooth thickness of the bevel gear gradually increases in the direction from the first end to the second end. The tooth clearance of the bevel gear gradually increases in the direction from the first end to the second end.

[0007] Wherein, the edge contour line of the cross section after the bevel gear is cut along the axial direction is non-circular arc-shaped; the distance between the edge contour line and the center of the spherical pair gradually increases in the direction from the first end to the second end.

[0008] The transmission system further includes a counterweight, which is fixed to the side of the drive gear away from the second end of the bevel gear.

[0009] The counterweight is positioned near the edge of the drive gear.

[0010] The driving gear includes a gear body and an end cap that covers one side of the gear body. The gear body includes a first connecting hole, and the end cap includes a second connecting hole. The first connecting hole and the second connecting hole are coaxial and of equal diameter. A first protruding ring protrudes from the edge of the first connecting hole away from the end cap, and a second protruding ring protrudes from the edge of the second connecting hole away from the driving gear. When the end cap is fitted onto the gear body, the first protruding ring and the second protruding ring engage to form a receiving cavity. The spherical pair includes a spherical ball shaft structure, which is housed within the receiving cavity. The surface of the ball shaft structure contacts the inner wall of the receiving cavity, and the driving gear rotates around the ball shaft structure as its center.

[0011] The first convex ring has a first opening at the end away from the first connecting hole, and the second convex ring has a second opening at the end away from the second connecting hole. The axes of the first opening and the second opening are both collinear with the axis of the driving gear. The spherical pair also includes a support shaft, which passes through the center of the spherical shaft structure and is fixed to the spherical shaft structure. The two ends of the support shaft pass through the first opening and the second opening, respectively. The diameters of the first opening and the second opening are larger than the radial dimension of the support shaft.

[0012] The transmission system further includes a bracket, and the second bevel gear, the spur gear, and the drive gear are all fixed to the bracket; the bracket is rotatably connected to the spherical pair, and when the drive gear rotates relative to the spherical pair, it drives the bracket to rotate, and the rotation of the bracket drives the second bevel gear and the spur gear to rotate.

[0013] The bracket includes a first part and a second part arranged opposite to each other, and a connecting shaft connecting the first part and the second part. The first part and the second part are respectively located on both sides of the driving gear and are rotatably connected to the spherical pair. The rotation of the driving gear relative to the spherical pair drives the bracket to rotate relative to the spherical pair. The connecting shaft passes through the axis of the second bevel gear and the spur gear and is fixed to the second bevel gear and the spur gear. The connecting part is fixed to the driving gear.

[0014] The first part includes a third connecting hole, and the second part includes a fourth connecting hole. The edge of the third connecting hole has a third protruding ring protruding towards the side facing the second part, and the edge of the fourth connecting hole has a fourth protruding ring protruding towards the side facing the first part. When the first part and the second part are rotatably connected to the spherical pair, the inner walls of the third protruding ring and the fourth protruding ring are in contact with the surface of the ball shaft structure, and the third protruding ring is in contact with the end face of the first protruding ring, and the fourth protruding ring is in contact with the end face of the second protruding ring.

[0015] The transmission system further includes a hollow shaft, a differential assembly, and a left output half-shaft and a right output half-shaft connected to the differential assembly; the hollow shaft passes through the bevel gear and is fixed to the bevel gear, and the axis of the hollow shaft is collinear with the axis of the bevel gear; the differential assembly is fixed to the hollow shaft and rotates with the hollow shaft, and the left output half-shaft or the right output half-shaft passes through the hollow shaft and extends out.

[0016] The differential assembly includes a differential housing and a gear set disposed within the differential housing, wherein the hollow shaft at least partially serves as the differential housing.

[0017] The gear set includes two differential planetary gears arranged opposite each other and two half-shaft gears meshing with and arranged opposite each other. The two differential planetary gears are coaxial and fixed to the differential housing through the differential planetary gear shaft. The two half-shaft gears are coaxial and perpendicular to the differential planetary gears. One half-shaft gear is fixedly connected to the left output half-shaft, and the other half-shaft gear is fixedly connected to the right output half-shaft.

[0018] The hollow shaft has at least one axially oriented key on its surface protrusion; the bevel gear includes an axially oriented through hole, the wall of which is recessed with a keyway that matches the keyway; the hollow shaft passes through the through hole and connects to the bevel gear; the protrusion is located within the keyway.

[0019] The transmission system includes a housing, in which the spherical pair, the drive gear, and the bevel gear are housed. The housing is partially filled with lubricating oil, and the edge of the bevel gear is immersed in the lubricating oil. When the bevel gear rotates, the lubricating oil immersed in the edge of the bevel gear can be splashed onto the surface of the spherical pair.

[0020] This application also provides an automobile comprising two front wheels, two rear wheels, a first axle connecting the two front wheels and a second axle connecting the two rear wheels, and the aforementioned transmission system; the transmission system is integrated on the first axle and / or the second axle.

[0021] This application designs a drive gear that meshes with the bevel gear at different axial positions under centrifugal force at varying speeds. This increases the torque output to the wheels at low speeds, effectively adapting to low-speed climbing and other conditions. Conversely, it reduces the torque output at high speeds, better suited for high-speed driving. Furthermore, because the transmission system employs a two-stage reduction mechanism, a smaller gear ratio can be used, allowing for faster acceleration as the drive motor speed increases. This results in significantly improved acceleration and top speed at medium and high speeds. In other words, vehicles using this transmission system reduce energy consumption at low speeds and improve acceleration and top speed at medium and high speeds. Furthermore, since the speed change system of this application can automatically change the torque and speed ratio under different working conditions, it can adapt to the usage requirements of different working conditions without increasing the power and size of the drive motor. This allows for the lightweighting of the drive motor and the use of a smaller power drive motor, making the structure of the power transmission system more compact. Attached Figure Description

[0022] To more clearly illustrate the structural features and effects of this application, a detailed description is provided below in conjunction with the accompanying drawings and specific embodiments.

[0023] Figure 1 This is a schematic diagram of the structure of a car according to an embodiment of this application;

[0024] Figure 2 This is a schematic diagram of the structure of a car according to another embodiment of this application;

[0025] Figure 3 This is a schematic diagram of the structure of a car according to another embodiment of this application;

[0026] Figure 4 The figure shown is a schematic diagram of the linear structure of a speed change system according to this application;

[0027] Figure 5 As shown Figure 4 A schematic diagram of the transmission system in the diagram;

[0028] Figure 6 The diagram shown is a structural schematic of the second deceleration mechanism of this application under high-speed operating conditions;

[0029] Figure 7 The diagram shown is a structural schematic of the second deceleration mechanism of this application under low-speed operating conditions;

[0030] Figure 8 The diagram shown is a schematic diagram of the spherical pair in some embodiments of this application;

[0031] Figure 9 The diagram shown is a schematic diagram of the connection structure between the spherical pair and the driving gear in some embodiments of this application under high-speed conditions;

[0032] Figure 10 This is a schematic diagram of the first and second deceleration components at low speed.

[0033] Figure 11 This is a schematic diagram of the structure of the first and second deceleration components at high speed.

[0034] Figure 12 This is a schematic diagram showing the rotation path of the meshing teeth of the driving gear and the outline of the meshing teeth of the bevel gear.

[0035] Figure 13 The diagram shown is an exploded view of the transmission system according to some embodiments of this application;

[0036] Figure 14 The diagram shown is a partial structural schematic of the transmission system of this application;

[0037] Figure 15 The diagram shown is a structural schematic of a differential assembly according to some embodiments of this application;

[0038] Figure 16 The diagram shown is a line drawing of a portion of the structure of a transmission system according to one embodiment of this application. Detailed Implementation

[0039] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0040] This application provides a transmission system. The transmission system can be used in various types of vehicles to provide kinetic energy. The vehicle can be a sedan, a sport utility vehicle (SUV), or a commercial vehicle such as a truck or van. In this application, the transmission system has a compact structure and small size, making it suitable for use in small vehicles such as sedans and SUVs. This application uses the application of the transmission system in a vehicle as an example for illustration. Please refer to... Figures 1 to 3 This application provides an electric vehicle 200, which includes two front wheels 210, two rear wheels 220, a first axle 230 connecting the two front wheels 210 and a second axle 240 connecting the two rear wheels 220, and a transmission system 100, which can be integrated onto the first axle 230 and / or the second axle 240. See also... Figure 1 , Figure 1The transmission system 100 is integrated into the first axle 230, serving as the front-wheel drive system for the electric vehicle 200. (See also...) Figure 2 , Figure 2 The transmission system 100 is integrated into the second axle 240, serving as the rear-wheel drive system for the electric vehicle 200. Please refer to... Figure 3 , Figure 3 The vehicle has two transmission systems 100, which are integrated onto the first axle 230 and the second axle 240 respectively. Therefore, the electric vehicle 200 in this embodiment is a front-to-rear four-wheel drive system with good driving performance. In this application, by integrating the transmission system 100 onto the first axle 230 and / or the second axle 240, compared to vertically arranging the transmission system 100 with the first axle 230 or the second axle 240 and connecting them via drive shafts and universal joints, the drive shafts and universal joints connecting the axles (first axle 230 or second axle 240) and the transmission system 100 can be omitted, reducing the power transmission path and the space occupied by the electric vehicle 200's drive structure. Furthermore, this simplifies the electric vehicle 200's drive structure, increases the remaining space in the chassis, and reduces the vehicle's weight, making the transmission system 100 suitable for small cars.

[0041] In some embodiments of this application, the first axle 230 and the second axle 240 each include two half-shafts spaced apart, and the transmission system 100 is located between the two half-shafts, thereby realizing the integration of the transmission system 100 on the first axle 230 and / or the second axle 240.

[0042] Please see Figure 4 and Figure 5 , Figure 4 The diagram shown is a line structure schematic of a transmission system 100 according to this application. Figure 5 As shown Figure 4 A schematic diagram of the transmission system 100 is shown. In this embodiment, the transmission system 100 includes a spherical joint 10, a drive gear 20, a bevel gear 30, a housing 101 (only a portion of the structure is shown in the figure), and a drive motor 102. The spherical joint 10, the drive gear 20, and the bevel gear 30 are all housed within the housing 101.

[0043] In this application, the maximum output torque, maximum output speed, and power of the drive motor 102 can be changed according to actual usage. In some embodiments, the drive motor 102 can be an induction motor, a permanent magnet motor, or other types of motors; this application does not specifically limit this. The driving force generated by the drive motor 102 can be transmitted to the drive gear 20 to drive the drive gear 20 to rotate at different speeds.

[0044] In this application, the drive motor 102 can directly drive the drive gear 20 to rotate. By adjusting the drive motor 102, the output torque and speed of the drive gear 20 can be changed. In other embodiments of this application, the drive motor 102 can be connected to the drive gear 20 through other components to indirectly drive the drive gear 20 to rotate. For example, in some embodiments of this application, the transmission system 100 further includes a first reduction assembly, which is the assembly connected between the drive motor 102 and the drive gear 20. The drive motor 102 drives the drive gear 20 to rotate through the first reduction assembly.

[0045] The first reduction gear assembly includes a first bevel gear 41, a second bevel gear 42, and a spur gear 43. The first bevel gear 41 is fixedly connected to the output shaft 103 of the drive motor 102. When the drive motor 102 drives the output shaft 103 to rotate, the output shaft 103 drives the first bevel gear 41 to rotate. The second bevel gear 42 meshes with the first bevel gear 41, and when the first bevel gear 41 rotates, it drives the second bevel gear 42 to rotate. The second bevel gear 42 is connected to the spur gear 43 through a transmission shaft 44, and the rotation of the second bevel gear 42 can drive the spur gear 43 to rotate at the same angular velocity.

[0046] In some embodiments of this application, the axis of rotation of the second bevel gear 42 is perpendicular to the axis of rotation of the first bevel gear 41. It is understood that in embodiments of this application, the axis of rotation of the second bevel gear 42 and the axis of rotation of the first bevel gear 41 can be set at any other angle, and this application does not impose specific limitations. For example, in some embodiments, the axis of rotation of the second bevel gear 42 and the axis of rotation of the first bevel gear 41 can be 60°, 80°, 100°, 120°, etc. In this application, by selecting bevel gears with appropriate cone angles and setting the axis of rotation of the second bevel gear 42 and the axis of rotation of the first bevel gear 41 at corresponding angles, the installation position of the drive motor 102 can be changed, thereby minimizing the space occupied by the speed transmission system 100.

[0047] In this embodiment, the drive gear 20 is parallel to the axis of the spur gear 43 of the first reduction assembly, and the drive gear 20 meshes with the spur gear 43. When the spur gear 43 rotates, it drives the drive gear 20 to rotate, thereby transmitting the kinetic energy of the drive motor 102 to the drive gear 20 through the first reduction assembly. In this application, the spherical pair 10, the drive gear 20, and the bevel gear 30 can form the second reduction assembly of the transmission system 100. That is, the transmission system 100 of this application includes a two-stage reduction mechanism, which can change the output speed and torque through two-stage reduction. Compared with conventional transmission systems, the transmission system 100 of this application adopts a two-stage reduction mechanism, so the car can use a smaller speed ratio. In this way, the vehicle speed can be increased more quickly as the drive motor speed increases, thereby significantly improving the vehicle's acceleration and maximum speed under medium and high speed conditions.

[0048] Please see Figure 5 and Figure 6 , Figure 7 , Figure 6 The diagram shown is a structural schematic of the second deceleration mechanism of this application under high-speed operating conditions. Figure 7 The diagram shows the structure of the second reduction mechanism of this application under low-speed conditions. In this application, the driving gear 20 is rotatably connected to the spherical joint 10, and the driving gear 20 can rotate at any angle with the spherical joint 10 as its axis. The bevel gear 30 meshes with the driving gear 20, and the driving gear 20 can drive the bevel gear 30 to rotate. Furthermore, in this application, when the rotational speed of the driving gear 20 is different, the driving gear 20 can rotate with the spherical joint 10 as its axis under the action of centrifugal force, and can mesh with the bevel gear 30 at different positions in the axial direction.

[0049] In this embodiment, when the rotational speed of the drive gear 20 is different, the drive gear 20 can mesh with different positions in the axial direction of the bevel gear 30. The bevel gear 30 is a gear with a gradually changing diameter in the axial direction. When the drive gear 20 meshes with different positions in the axial direction of the bevel gear 30, the torque ratio between the drive gear 20 and the bevel gear 30 changes, thereby outputting different torques through the bevel gear 30 to adapt to different operating conditions. For example, when the car starts or climbs a hill at low speed, a larger torque can be output without increasing the power of the drive motor 102 or increasing the throttle, thus achieving rapid start-up and powerful hill climbing. This avoids increasing the size, weight, and cost of the transmission system and also reduces the vehicle's energy consumption.

[0050] Please include Figures 6-9 , Figure 8 The diagram shown is a structural schematic of the spherical joint 10 in some embodiments of this application. Figure 9The diagram shows a schematic representation of the connection structure between the spherical pair 10 and the drive gear 20 under high-speed conditions in some embodiments of this application. In some embodiments of this application, the spherical pair 10 includes a ball shaft structure 11 and a support shaft 12 connected to the ball shaft structure 11. The support shaft 12 passes through the ball shaft structure 11 and is fixed to it, and both ends of the support shaft 12 are connected to the housing 101 of the reduction system, thereby achieving relative fixation between the spherical pair 10 and the housing 101. The ball shaft structure 11 is spherical, and the drive gear 20 is rotatably connected to the ball shaft structure 11, and the drive gear 20 can rotate around the ball shaft structure 11 as its axis, thereby achieving a rotational connection with the spherical pair 10.

[0051] Please see Figure 8 and Figure 9 In some embodiments of this application, the driving gear 20 includes a gear body 21 and an end cap 22 fixed to one side of the gear body 21. The gear body 21 includes a gear disk 211, and meshing teeth 212 for meshing with other gears are formed on the outer surface of the gear disk 211. The gear body 21 includes a first connecting hole, and the end cap 22 includes a second connecting hole. The first connecting hole and the second connecting hole are coaxial and of equal diameter. A first protruding ring 213 protrudes from the edge of the first connecting hole away from the end cap 22, and a second protruding ring 221 protrudes from the edge of the second connecting hole away from the gear body 21. When the end cap 22 is closed on the gear body 21, the first protruding ring 213 and the second protruding ring 221 engage to form a receiving cavity (not shown in the figure). In this embodiment of the application, the end cap 22 is fixed to the gear body 21 by screws 23 to achieve the connection between the end cap 22 and the gear body 21. It is understood that in other embodiments of this application, the end cap 22 can be fixed to the gear body 21 by means of snap-fit, welding, etc. In this embodiment, the ball shaft structure 11 of the spherical pair 10 is housed in the receiving cavity, and the surface of the ball shaft structure 11 is in contact with the inner wall of the receiving cavity, so that the driving gear 20 can rotate at any angle with the ball shaft structure 11 as the center. In this embodiment, by setting the driving gear 20 to include a gear body 21 and an end cap 22, the ball shaft structure 11 can be easily housed in the receiving cavity, and the end cap 22 can be fixed to the gear body 21, thereby facilitating the assembly between the driving gear 20 and the spherical pair 10. Furthermore, in this embodiment, the end cap 22 and the gear body 21 can be detachably fixed by screws, which facilitates the replacement of the driving gear 20 or the spherical pair 10.

[0052] The first convex ring 213 has a first opening 214 at the end away from the first connecting hole, and the second convex ring 221 has a second opening 222 at the end away from the second connecting hole. In this application, the axes of the first opening 214 and the second opening 222 are both collinear with the axis of the driving gear 20. It is understood that in some embodiments, the axes of the first opening 214 and the second opening 222 may be slightly deviated from the axis of the driving gear 20. In the embodiment of this application, the two ends of the support shaft 12 of the spherical pair 10 pass through the first opening 214 and the second opening 222 respectively, and the diameters of the first opening 214 and the second opening 222 are larger than the radial dimension of the support shaft 12, so as to avoid the support shaft 12 from colliding with the first convex ring 213 and the second convex ring 221 and affecting the rotation of the driving gear 20 relative to the spherical pair 10.

[0053] Please see Figure 10 and Figure 11 , Figure 10 This is a schematic diagram of the first and second deceleration components at low speed. Figure 11 This is a schematic diagram of the structure of the first and second deceleration components at high speed. In some embodiments of this application, the transmission system 100 further includes a counterweight 50. The gear body 21 includes a first side 21a and a second side 21b opposite to each other, and the counterweight 50 is fixed to the first side 21a. Due to the presence of the counterweight 50, when the rotational speed of the drive gear 20 changes from high speed to low speed, due to the centrifugal force, the drive gear 20 will rotate relative to the spherical pair 10 to generate deflection, and under the drive of the counterweight 50, the side of the drive gear 20 away from the bevel gear 30 will tilt towards the first side 21a, thereby meshing with different positions of the bevel gear 30.

[0054] In some embodiments of this application, the counterweight 50 can be located at the edge of the drive gear 20, thereby enabling a larger torque. In this case, using a smaller mass counterweight 50 allows the drive gear 20 to tilt towards the first side 21a as its rotational speed changes from high to low. It is understood that in other embodiments of this application, the counterweight 50 can also be located at any other position on the first side 21a of the drive gear 20. For example, it can be located at any position between the axis and the edge of the drive gear 20; this application does not specifically limit this.

[0055] Please refer to the following: Figure 6 and Figure 11In some embodiments of this application, the bevel gear 30 includes a first end 31 and a second end 32 opposite each other in the axial direction. The number of teeth of the bevel gear 30 is the same at any position from the first end 31 to the second end 32. The meshing teeth 33 of the bevel gear 30 extend from the first end 31 to the second end 32. The diameter of the bevel gear 30 gradually increases from the first end 31 to the second end 32 opposite to the first end 31. The tooth thickness of the bevel gear 30 gradually increases in the direction from the first end 31 to the second end 32, and the tooth clearance of the bevel gear 30 gradually increases in the direction from the first end 31 to the second end 32.

[0056] Please see Figure 10 and Figure 11 In this application, the driving gear 20 can mesh with the bevel gear 30. As the rotational speed of the driving gear 20 varies, under the action of centrifugal force, the driving gear 20 rotates relative to the spherical pair 10, resulting in different tilt angles between the driving gear 20 and the bevel gear 30. That is, the angle between the axis of the driving gear 20 and the bevel gear 30 varies. Therefore, when the driving gear 20 is at different rotational speeds, it meshes with the bevel gear 30 at different positions along its axis, allowing the bevel gear 30 to output different torques. In some embodiments of this application, the first side 21a of the driving gear 20 faces the first end 31. Therefore, when the rotational speed of the driving gear 20 decreases, the counterweight on the driving gear 20 will cause the side of the driving gear 20 away from the bevel gear 30 to tilt towards the first end 31, and the meshing position of the driving gear 20 and the bevel gear 30 will move towards the second end 32. That is, when the driving gear 20 is at a low speed, the torque output by the bevel gear 30 will gradually increase.

[0057] Please see Figure 6 , Figure 7 and Figure 10 , Figure 11 At low speeds, the driving gear 20 rotates slowly, resulting in a small centrifugal force. The counterweight 50 can cause the driving gear 20 to tilt towards the side where the counterweight 50 is located. The driving gear 20 meshes with the larger diameter second end 32 of the bevel gear 30. At this time, the angle θ between the axis of the driving gear 20 and the axis of the bevel gear 30 is an acute angle. As the rotational speed of the driving gear 20 increases, the centrifugal force increases, and the driving gear 20 will rotate relative to the spherical pair 10 under the action of the centrifugal force. The meshing position of the driving gear 20 and the bevel gear 30 gradually moves towards the first end 31 of the bevel gear 30, and the angle between the axis of the driving gear 20 and the axis of the spherical pair 10 gradually decreases. When the rotational speed of the driving gear 20 reaches the high-speed range, due to centrifugal force, the driving gear 20 will be in a position close to perpendicular to the axis. At this time, the angle between the axis of the driving gear 20 and the axis of the spherical pair 10 is approximately 0°.

[0058] Please see Figure 12 , Figure 12 This is a schematic diagram of the rotation path a of the meshing teeth 212 of the drive gear 20 and the contour b of the meshing teeth 212 of the bevel gear 30. Since the diameter of the bevel gear 30 gradually increases from the first end 31 to the second end 32 opposite to the first end 31 in the axial direction, the tooth thickness of the bevel gear 30 gradually increases in the direction from the first end 31 to the second end 32, and the tooth clearance of the bevel gear 30 gradually increases in the same direction. To ensure good meshing performance between the drive gear 20 and the bevel gear 30 at different meshing positions under both low and high speed conditions, and to prevent problems such as tooth jamming, in some embodiments of this application, the edge contour b of the cross-section of the bevel gear 30 after axial cutting is non-circular. Specifically, the distance from the edge contour line b of the cross section of the bevel gear 30 located in the plane formed by the axis of the bevel gear 30 and the center of the spherical pair 10 to the center of the spherical pair 10 gradually increases in the direction from the first end 31 to the second end 32. That is, in the direction from the first end 31 to the second end 32, the distance between the top of the meshing tooth 212 at the meshing position of the driving gear 20 and the bevel gear 30 and the bottom wall of the tooth gap of the bevel gear 30 gradually increases.

[0059] Please refer to the previous document. Figure 4 and Figure 13 , Figure 13The diagram shown is an exploded view of the transmission system 100 according to some embodiments of this application. In this application, the transmission system 100 further includes an output shaft 104, through which the power of the transmission system 100 is output to the vehicle wheels or transmitted to the vehicle wheels via a differential, thereby realizing changes in vehicle speed and torque. In this embodiment, the output shaft 104 of the transmission system 100 is a hollow shaft, which passes through and is fixed to the bevel gear 30. The axis of the hollow shaft is collinear with the axis of the bevel gear 30, and the bevel gear 30 rotates around the hollow shaft. In this embodiment, the hollow shaft has at least one axially oriented key 51 protruding from its surface; the bevel gear 30 includes an axially oriented through hole 34, the wall of which is recessed with a keyway 35 matching the key 51. The hollow shaft passes through the through hole 34 and connects to the bevel gear 30, with the protrusion located within the keyway 35, thereby achieving the assembly of the hollow shaft and the bevel gear 30 and preventing rotation of the bevel gear 30 relative to the hollow shaft. It is understood that in other embodiments of this application, the bevel gear 30 and the hollow shaft can be connected in other ways. For example, the hollow shaft has at least one axially oriented keyway 35 recessed from its surface. The bevel gear 30 includes an axially oriented through hole 34, the wall of which has a protrusion matching the keyway 35. The hollow shaft passes through the through hole 34 and connects to the bevel gear 30, with the protrusion located within the keyway 35. Alternatively, keyways 35 are provided on both the surface of the hollow shaft and the wall of the through hole 34 of the bevel gear 30. By partially placing connecting keys in the keyways 35 on the surface of the hollow shaft and in the keyways 35 on the wall of the through hole 34 of the bevel gear 30, the bevel gear 30 and the output shaft 104 are fixedly connected by connecting keys. In other embodiments of this application, the hollow shaft can also be fixed to the bevel gear 30 by welding, pin fixing, integral molding, or other methods, which will not be elaborated here.

[0060] In some embodiments of this application, retaining rings 36 may be provided on both sides of the bevel gear 30, and the retaining rings 36 are sleeved on the output shaft 104 to further realize the positioning of the bevel gear 30 on the output shaft 104.

[0061] Please see Figure 4 and Figure 14 , Figure 14The diagram shows a partial structural schematic of the transmission system 100 of this application. In some embodiments of this application, the transmission system 100 may further include a differential assembly 60, a left output half-shaft 71, and a right output half-shaft 72. The differential assembly 60 is fixedly connected to the hollow shaft and rotates with the hollow shaft. The left output half-shaft 71 and the right output half-shaft are fixedly connected to the differential assembly 60. The left output half-shaft 71 is connected to the left wheel via the half-shaft of the axle, and the right output half-shaft is connected to the right wheel via the half-shaft of the axle. Thus, the power and torque output by the rotation of the bevel gear 30 are transmitted to the wheels through the differential assembly, realizing the movement of the vehicle. Further, in some embodiments of this application, the left output half-shaft 71 is coaxial with the hollow shaft and passes through the hollow shaft. By setting the left output half-shaft 71 to be coaxial with the hollow shaft and pass through the hollow shaft, the system integration of the transmission system 100 is further improved, making its structure highly compact and reducing the volume of the transmission system 100. It is understood that in some other embodiments of this application, the left output half-shaft 71 may not be coaxial with the hollow shaft.

[0062] Please see Figure 15 , Figure 15 The diagram shows a schematic representation of a differential assembly 60 according to some embodiments of this application. In some embodiments, the differential assembly 60 includes a differential housing 61 and a gear set housed within the differential housing 61. In this embodiment, the hollow shaft at least partially serves as the differential housing 61, thereby making the structure of the transmission system 100 more compact. Furthermore, compared to connecting the differential assembly 60 to the bevel gear or output shaft 104 via a connector, the space occupied by the connector and the differential assembly 60 is reduced, resulting in a more compact structure of the transmission system 100, reducing the volume and weight of the transmission system 100.

[0063] The gear set includes two differential planetary gears 62 and two oppositely arranged half-shaft gears 63. The half-shaft gears 63 are located between and mesh with the two differential planetary gears 62. The two differential planetary gears 62 are coaxial and fixed to the differential housing 61 through a differential planetary gear shaft 64, that is, the two half-shaft gears 63 are fixed to the inner wall of the hollow shaft through the differential planetary gear shaft 64. The half-shaft gears 63 are perpendicular to the differential planetary gears 62. One half-shaft gear 63 is fixedly connected to the left output half-shaft 71, and the other half-shaft gear 63 is fixedly connected to the right output half-shaft 72. When the bevel gear 30 drives the output shaft 104 to rotate, it drives the differential planetary gear 62, which is fixed to the output shaft 104, to rotate. The differential planetary gear 62 drives the half-shaft gear 63 to rotate, thereby transmitting power to the left output half-shaft 71 and the right output half-shaft 72 connected to the half-shaft gear 63. Power is then transmitted to the half-shafts of the vehicle 200 through the left and right output half-shafts to drive the vehicle 200. Specifically, when the left and right output half-shafts rotate at the same speed, the differential planetary gear 62 does not rotate on its own axis but revolves around the hollow shaft. When the left and right output half-shafts rotate at different speeds, the differential planetary gear 62 rotates on its own axis and revolves around the hollow shaft. This allows the left and right output half-shafts to output the same or different speeds through the differential assembly 60, enabling the vehicle to drive straight or turn.

[0064] Please see Figure 16 , Figure 16The diagram shows a partial structural line drawing of a transmission system 100 according to one embodiment of this application. In some embodiments of this application, the transmission system 100 further includes a bracket 80, which is rotatably connected to the spherical joint 10. The spur gear 43 and the second bevel gear 42 are fixed to the bracket 80. When the drive gear 20 rotates relative to the spherical joint 10, it drives the bracket 80 to rotate. The rotation of the bracket 80 drives the second bevel gear 42 and the spur gear 43 to rotate. When the drive gear 20 changes between high speed and low speed, the drive gear 20 rotates around the spherical joint 10 and meshes with different positions along the axial direction of the drive gear 20. Under the action of the bracket 80, the spur gear 43 and the second bevel gear 42 of the first-stage reduction assembly can generate a certain angle of rotation around the coaxial line of the output shaft 103 of the drive motor 102 and oscillate synchronously with the drive gear 20. During the rotation of the spur gear 43 and the second bevel gear 42 driven by the bracket 80, since the first bevel gear 41 is fixed to the output shaft 104 of the motor, the second bevel gear 42 will rotate relative to the first bevel gear 41 along the same axis as the output shaft 104 of the motor, which will have a slight impact on the meshing between the first bevel gear 41 and the second bevel gear 42. In this application, during the gradual change of the rotational speed of the drive gear 20 from low speed to high speed, the rotational angle of the second bevel gear 42 relative to the first bevel gear 41 has a small range and is a gradual change. During this process, the second bevel gear 42 will generate a certain reaction force on the first bevel gear 41, which can drive the rotational speed of the motor 102 to produce slight changes in speed, thereby automatically and smoothly adjusting the relative rotational angle between the first bevel gear 41 and the second bevel gear 42 to ensure that the first bevel gear 41 and the second bevel gear 42 can maintain a good meshing effect.

[0065] Specifically, the bracket 80 includes a first part 81 and a second part 82 disposed opposite to each other, and a connecting shaft 83 connecting the first part 81 and the second part 82. The first part 81 and the second part 82 are respectively located on both sides of the drive gear 20. The first part 81 includes a third connecting hole, and the second part 82 includes a fourth connecting hole. A third protruding ring 811 protrudes from the edge of the third connecting hole toward the side facing the second part 82, and a fourth protruding ring 821 protrudes from the edge of the fourth connecting hole toward the side facing the first part 81. When the bracket 80 is rotatably connected to the spherical joint 10, the inner walls of the third protruding ring 811 and the fourth protruding ring 821 are in contact with the surface of the ball shaft structure 11. Furthermore, when the bracket 80 is rotatably connected to the spherical pair 10, the end face of the third convex ring 811 contacts the end face of the first convex ring 213, and the end face of the fourth convex ring 821 contacts the end face of the second convex ring 221. Thus, when the driving gear 20 deflects relative to the spherical pair 10, the interaction between the end faces of the third convex ring 811 and the first convex ring 213, or the interaction between the end faces of the fourth convex ring 821 and the second convex ring 221, causes the bracket 80 to deflect relative to the spherical pair 10 as well. Moreover, since the end faces of the third convex ring 811 and the first convex ring 213 only contact each other and are not connected, and the end faces of the fourth convex ring 821 and the second convex ring 221 also only contact each other and are not connected, the arrangement of the bracket 80 does not affect the rotation of the driving gear 20. Furthermore, in some embodiments, the end face of the third protruding ring 811 that contacts the first protruding ring 213 and the end face of the fourth protruding ring 821 that contacts the second protruding ring 221 can be directly lubricated with a lubricant to avoid wear on the end face of the third protruding ring 811 that contacts the first protruding ring 213 and the end face of the fourth protruding ring 821 that contacts the second protruding ring 221.

[0066] In this application, the connecting shaft 83 passes through the axis of the second bevel gear 42 and the spur gear 43 and is fixed to the second bevel gear 42 and the spur gear 43, thereby fixing the spur gear 43, the second bevel gear 42, and the bracket 80. In some embodiments of this application, the connecting shaft 83 can be fixed to the first part 81 and the second part 82 by a detachable structure such as bolts 84 to facilitate assembly and subsequent replacement. It is understood that in other embodiments of this application, the connecting shaft 83 can also be fixed to the first part 81 and the second part 82 by welding or other methods to make the assembly more stable.

[0067] In other embodiments of this application, screws or connectors may also be provided at other positions on the first part 81 and the second part 82 (such as at 45°, 90°, 135°, etc., where the connection position with the connecting shaft 83 on the first part 81 and the second part 82 is at the same angle) to fix the first part 81 and the second part 82, thereby clamping the first part 81 and the second part 82 and making a stable rotational connection with the spherical pair 10.

[0068] Please refer to the previous document. Figure 4 and Figure 14 In this embodiment, the spherical pair 10, the driving gear 20, and the bevel gear 30 are housed within the housing 101. The housing 101 is partially filled with lubricating oil 105, and the edge of the bevel gear 30 is immersed in the lubricating oil 105. When the bevel gear 30 rotates, the lubricating oil 105 immersed in the edge of the bevel gear 30 can be thrown onto the surface of the spherical pair 10 under centrifugal force to lubricate the contact position between the spherical pair 10 and the driving gear 20, making the rotation of the driving gear 20 relative to the spherical pair 10 more lubricated and preventing wear between the driving gear 20 and the spherical pair 10 due to relative rotation.

[0069] In this embodiment, since the number of teeth at the second end 32 of the bevel gear 30 is the same as the number of teeth at the first end 31, the reduction ratio remains unchanged when the drive gear 20 meshes with the bevel gear 30 at different axial positions under the action of centrifugal force at different speeds. However, when the vehicle is at low speed, the speed of the drive gear 20 can be lower, and the meshing position of the drive gear 20 and the bevel gear 30 is closer to the second end 32, which increases the torque ratio of the bevel gear 30. The torque transmitted by the bevel gear 30 to the wheels through the output shaft 104 and the differential assembly 60 increases, which can well adapt to low-speed climbing and other working conditions. When the vehicle is at high speed, the meshing position of the drive gear 20 and the bevel gear 30 is closer to the first end 31, and the torque ratio is smaller. The torque transmitted by the bevel gear 30 to the wheels through the output shaft 104 and the differential assembly 60 is smaller, which can well adapt to the working conditions of high-speed vehicle driving. Furthermore, in this application, when the rotational speed of the drive motor 102 driving the drive gear 20 changes from high speed to low speed or from low speed to high speed, the drive gear 20 can automatically change its position meshing with the bevel gear 30 under the action of centrifugal force, thereby achieving automatic torque change. This eliminates the need for driver or controller to perform gear shifting operations, and also eliminates the need for additional slope sensors, thus automatically meeting the different needs of the vehicle in both low-speed climbing and high-speed driving conditions. This simplifies vehicle control without incurring additional costs. Furthermore, in this application, when the engine speed changes from high speed to low speed or from low speed to high speed, the drive gear 20 can automatically change its position meshing with the bevel gear 30 under the action of centrifugal force. When the car starts or climbs a hill at low speeds, the drive gear 20 can automatically rotate relative to the spherical pair 10 and mesh with the second end 32 near the bevel gear 30 to output a larger torque. At this time, if the same rolling and slope resistance is used to overcome the same amount of resistance, the driver will press the accelerator pedal less, or press the same amount of accelerator pedal and the output torque will increase. This can reduce the speed of the drive motor 102 during start-up and hill climbing, thereby reducing the required energy consumption. At high speeds, the required output torque of the drive motor 102 is relatively small, and the required output speed of the drive motor 102 is relatively large. Since the transmission system 100 of this application adopts a two-stage reduction mechanism, the car can use a smaller speed ratio. In this way, the vehicle speed can be increased more quickly as the drive motor speed increases, thereby significantly improving the vehicle's acceleration and maximum speed at medium and high speeds. In other words, a car using the transmission system 100 of this application can reduce the vehicle's energy consumption under low-speed conditions and improve the vehicle's acceleration and top speed under medium- and high-speed conditions.Furthermore, since the transmission system 100 of this application can automatically change torque and speed ratio under different operating conditions, it can adapt to the usage requirements of different operating conditions without increasing the power or size of the drive motor 102. This allows for the lightweighting of the drive motor 102 and the use of a smaller power drive motor 102, making the structure of the power transmission system more compact. At the same time, since there is no unsprung mass on the wheel rim, wheel hub, or electric drive integrated axle, the ride comfort of the vehicle can also be improved.

[0070] Furthermore, since the transmission system 100 of this application can automatically increase the output torque at low speeds, it can avoid the problem of the driver actually pressing the brake pedal instead of the accelerator pedal when the vehicle is decelerating or stopping. Therefore, the output torque of the drive end is insufficient, and the existence of the rotational inertia of the motor rotor and other components of the drive end will exacerbate the mismatch between the rotational inertia of the drive end and the driving end of the power transmission system, resulting in torsional vibration and abnormal noise in the transmission system.

[0071] In this application, the drive motor 102 and the transmission system 100 are integrated on the axle. This allows for the lightweighting of the drive motor 102, enabling the use of a smaller power and torque motor, thus reducing the size, weight, and cost of the existing drive motor 102 and making the power transmission system more compact. Simultaneously, reducing the unsprung mass of the wheel rim, hub, or electric drive integrated axle in existing technologies also improves ride comfort. Furthermore, the bevel gear 30 has meshing teeth 212 extending from the first end 31 to the second end 32. The drive gear 20 can mesh at any position on the drive gear 20 shaft under centrifugal force, thus enabling stepless speed change and stepless variation of output torque. Moreover, there is no jerking sensation caused by mechanical shifting, resulting in a significantly more comfortable driving and riding experience.

[0072] The above description represents the preferred embodiments of this application. It should be noted that those skilled in the art can make various improvements and modifications without departing from the principles of this application, and these improvements and modifications are also considered to be within the scope of protection of this application.

Claims

1. A transmission system, characterized in that, Including spherical pairs, drive gears, and bevel gears; The driving gear is rotatably connected to the spherical pair, and the driving gear can rotate at any angle with the spherical pair as the axis. The bevel gear meshes with the drive gear, and the drive gear drives the bevel gear to rotate; when the rotation speed of the drive gear is different, the drive gear rotates about the spherical pair as an axis, and the drive gear meshes with the bevel gear at different positions in the axial direction. The transmission system further includes a first bevel gear, a second bevel gear, and a spur gear. The first bevel gear meshes with the second bevel gear, and the spur gear meshes with the drive gear. The first bevel gear drives the second bevel gear to rotate, and the second bevel gear drives the spur gear to rotate; the spur gear drives the drive gear to rotate. The driving gear includes a gear body and an end cap that covers one side of the gear body. The gear body includes a first connecting hole, and the end cap includes a second connecting hole. The edge of the first connecting hole has a first protruding ring, and the edge of the second connecting hole has a second protruding ring. The end of the first protruding ring away from the first connecting hole has a first opening, and the end of the second protruding ring away from the second connecting hole has a second opening. The axes of the first opening and the second opening are both collinear with the axis of the driving gear. The spherical joint further includes a support shaft and a ball shaft structure. The support shaft passes through the center of the ball shaft structure and is fixed to the ball shaft structure. The two ends of the support shaft pass through the first opening and the second opening, respectively. The diameters of the first opening and the second opening are larger than the radial dimension of the support shaft. The transmission system also includes a bracket, which comprises a first part and a second part disposed opposite to each other, and a connecting shaft connecting the first part and the second part. The first part and the second part are respectively located on both sides of the drive gear and are rotatably connected to the spherical pair. The rotation of the drive gear relative to the spherical pair causes the bracket to rotate relative to the spherical pair. The connecting shaft passes through the axis of the second bevel gear and the spur gear and is fixed to the second bevel gear and the spur gear. The connecting shaft is also fixed to the drive gear.

2. The transmission system as described in claim 1, characterized in that, The transmission system also includes a drive motor; the drive motor is fixedly connected to the first bevel gear and is used to drive the first bevel gear to rotate; the spur gear is coaxially arranged with the second bevel gear and is fixedly connected.

3. The transmission system as described in claim 1, characterized in that, The bevel gear includes a first end and a second end opposite each other in the axial direction. The diameter of the bevel gear gradually increases from the first end to the second end. The tooth thickness of the bevel gear gradually increases in the direction from the first end to the second end. The tooth clearance of the bevel gear gradually increases in the direction from the first end to the second end.

4. The transmission system as described in claim 3, characterized in that, The edge contour of the cross section after the bevel gear is cut along the axial direction is non-circular; the distance between the edge contour and the center of the spherical pair gradually increases in the direction from the first end to the second end.

5. The transmission system as described in claim 3 or 4, characterized in that, The transmission system also includes a counterweight, which is fixed to the side of the drive gear away from the second end of the bevel gear.

6. The transmission system as described in claim 5, characterized in that, The counterweight is positioned near the edge of the drive gear.

7. The transmission system as described in claim 2, characterized in that, The first connecting hole and the second connecting hole are coaxial and of equal diameter. The edge of the first connecting hole protrudes with a first protruding ring on the side away from the end cover, and the edge of the second connecting hole protrudes with a second protruding ring on the side away from the drive gear. When the end cover is closed on the gear body, the first protruding ring and the second protruding ring engage to form a receiving cavity. The ball shaft structure is housed within the receiving cavity, with the surface of the ball shaft structure in contact with the inner wall of the receiving cavity, and the drive gear rotates around the ball shaft structure as its center.

8. The transmission system as described in claim 7, characterized in that, The first part includes a third connecting hole, and the second part includes a fourth connecting hole. The edge of the third connecting hole has a third protruding ring protruding towards the side facing the second part, and the edge of the fourth connecting hole has a fourth protruding ring protruding towards the side facing the first part. When the first part and the second part are rotatably connected to the spherical pair, the inner walls of the third convex ring and the fourth convex ring are in contact with the surface of the ball shaft structure, and the third convex ring is in contact with the end face of the first convex ring, and the fourth convex ring is in contact with the end face of the second convex ring.

9. The transmission system as described in claim 1, characterized in that, The transmission system also includes a hollow shaft, a differential assembly, and a left output half-shaft and a right output half-shaft connected to the differential assembly; The hollow shaft passes through the bevel gear and is fixed to the bevel gear, and the axis of the hollow shaft is collinear with the axis of the bevel gear; The differential assembly is fixed to the hollow shaft and rotates with the hollow shaft, and the left output half shaft or the right output half shaft passes through the hollow shaft and extends out.

10. The transmission system as described in claim 9, characterized in that, The differential assembly includes a differential housing and a gear set disposed within the differential housing, wherein the hollow shaft at least partially serves as the differential housing.

11. The transmission system as described in claim 10, characterized in that, The gear set includes two differential planetary gears arranged opposite each other and two half-shaft gears meshing with and arranged opposite each other. The two differential planetary gears are coaxial and fixed to the differential housing through the differential planetary gear shaft. The two half-shaft gears are coaxial and perpendicular to the differential planetary gears. One half-shaft gear is fixed to the left output half-shaft, and the other half-shaft gear is fixed to the right output half-shaft.

12. The transmission system as described in claim 9, characterized in that, The hollow shaft has at least one axially oriented key protruding from its surface; the bevel gear includes an axially oriented through hole, the hole wall of which is recessed with a keyway that matches the axial key; the hollow shaft passes through the through hole and connects to the bevel gear, and the axial key is located within the keyway.

13. The transmission system as described in claim 1, characterized in that, The transmission system includes a housing, in which the spherical pair, the drive gear, and the bevel gear are housed. The housing is partially filled with lubricating oil, and the edge of the bevel gear is immersed in the lubricating oil. When the bevel gear rotates, the lubricating oil immersed in the edge of the bevel gear can be splashed onto the surface of the spherical pair.

14. A car, characterized in that, It includes two front wheels, two rear wheels, a first axle connecting the two front wheels and a second axle connecting the two rear wheels, and a transmission system as described in any one of claims 1-13; the transmission system is integrated on the first axle and / or the second axle.

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