Integrated synchronous-ring-free two-gear new energy automobile speed reducer

Abstract

The invention relates to an integrated synchronous-ring-free two-gear new energy automobile reducer which comprises a motor, a second-gear gear, a first-gear gear pair, a main reduction gear pair, a synchronous sliding sleeve and a differential mechanism. The second-gear gear comprises a second-gear input gear, a second-gear driving gear and a second-gear driven gear, the second-gear input gear is connected with the motor, and the first-gear gear pair is connected with the first-gear input gear; the second-gear driving gear is meshed with the second-gear input gear, and the second-gear driven gear is meshed with the second-gear driving gear; the main reduction gear pair can be connected with the second-gear driven gear and the first-gear gear pair through the synchronous sliding sleeve to conduct gear shifting. The second-gear driving gear can be used as the first-stage transmission of the first gear and can also be used as the idle gear of the self gear, the number of first-stage gear pairs of a conventional transmission can be reduced, the transmission speed ratio of the transmission is increased on the premise that the number of the gears is reduced, and the manufacturing cost of the two gears is reduced.

Description

Technical Field

[0001] The invention relates to an automobile reducer, in particular to an integrated two-speed new energy automobile reducer without a synchronous ring. Background Art

[0002] The existing two-speed transmission structure of new energy commercial vehicles mostly adopts a dual-shaft transmission design, that is, the shift sleeve is arranged on a transmission shaft, and a synchronizer ring is required to achieve speed synchronization and gear shifting, and the other shaft is used as the gear power output shaft. Although such a structural arrangement is relatively compact, it has disadvantages and shortcomings. The speed ratio is relatively small, and the synchronizer ring part is prone to failure. When a large speed ratio is required, a pair of gear pairs must be added to amplify the speed ratio. The increase in gear pairs first increases the manufacturing cost, and secondly reduces the transmission efficiency of the transmission. Summary of the invention

[0003] The technical problem to be solved by the present invention is: based on the existing problems, an integrated two-speed new energy vehicle reducer without a synchronizer ring is provided.

[0004] The technical solution to solve the above technical problems is: an integrated two-speed new energy vehicle reducer without a synchronous ring, characterized in that it includes a motor, a second-speed gear, a first-speed gear pair, a main reduction gear pair, a synchronous sleeve and a differential, the second-speed gear includes a second-speed input gear, a second-speed driving gear and a second-speed passive gear, the second-speed input gear is connected to the motor, the second-speed driving gear is meshed with the second-speed input gear, and the second-speed passive gear is meshed with the second-speed driving gear; the main reduction gear pair can be connected to the second-speed passive gear and the first-speed gear pair through the synchronous sleeve for gear shifting; Power transmission method: In the second gear state, the synchronous sleeve is connected to the second gear driven gear, and the second gear driving gear is used as an idler gear. The motor power is transmitted to the differential from the second gear input gear, the second gear driving gear, the second gear driven gear, the synchronous sleeve and the main reduction gear pair in sequence, and finally transmitted to the wheels through the half shaft to drive the vehicle to move; In the first gear state, the synchronous sleeve is connected to the first gear gear pair, the second gear driving gear serves as the primary reduction gear of the first gear, and the first gear gear pair serves as the secondary reduction gear. The motor power is transmitted to the differential through the second gear input gear, the second gear driving gear, the first gear gear pair, the synchronous sleeve and the main reduction gear pair in sequence, and finally the power is transmitted to the wheels through the half shaft to drive the vehicle.

[0005] A further technical solution of the present invention is: the first gear gear pair includes a first gear driving gear and a first gear driven gear, and the main reduction gear pair includes a main reduction gear and a large gear; when the synchronous sleeve is connected to the first gear driven gear, it is in the first gear state, the second gear input gear is transmitted to the first gear driving gear through the second gear driving gear for primary reduction, and the first gear driving gear is transmitted to the main reduction gear through the first gear driven gear for secondary reduction.

[0006] The first gear gear pair includes a first gear driving gear and a first gear driven gear, the first gear driving gear is connected to the second gear driving gear, and the first gear driven gear is meshed with the first gear driving gear. The first gear driving gear and the second gear driving gear are fixedly connected through a shaft and arranged on the reducer, and the first gear driving gear is connected to the second gear driving gear and fixedly arranged on a shaft.

[0007] The main reduction gear pair includes a main reduction gear and a large gear. The main reduction gear is arranged on the reducer through two shafts. The main reduction gear is connected to the reducer through the large gear. The second gear driven gear, the synchronous sleeve and the first gear driven gear are respectively arranged on the two shafts. They are connected to the second gear driven gear and the first gear driven gear through the synchronous sleeve for gear shifting. The main reduction gear and the synchronous sleeve are respectively fixed on the two shafts. The second gear driven gear and the first gear driven gear are installed on the two shafts through needle bearings. The synchronous sleeve is connected to the two shafts through splines. The synchronous sleeve can move left and right along the two shafts and is respectively connected to the second gear driven gear and the first gear driven gear for gear shifting. The second gear driven gear and the first gear driven gear are respectively provided with coupling teeth connected to the synchronous sleeve.

[0008] When the synchronous sleeve is connected to the second gear driven gear, it is in the second gear state. The power from the motor passes through the input gear, the second gear driving gear, the second gear driven gear and the synchronous sleeve in sequence. The synchronous sleeve drives the second shaft to rotate, and the second shaft drives the main reduction gear, which drives the main reduction gear to drive the large gear, and the large gear drives the differential. Finally, the power is transmitted to the wheels through the half shaft to drive the vehicle to move.

[0009] When the synchronous sleeve is connected to the first gear driven gear, it is in the first gear state. The power from the motor passes through the input gear, the second gear driving gear, the first gear driving gear, the first gear driven gear and the synchronous sleeve in sequence. The synchronous sleeve drives the second shaft to rotate, the second shaft drives the main reduction gear, which drives the main reduction gear to drive the large gear, and the large gear drives the differential. Finally, the power is transmitted to the wheels through the half shaft to drive the vehicle to move.

[0010] Due to the adoption of the above technical solution, the integrated two-speed new energy vehicle reducer without a synchronizer ring of the present invention has the following beneficial effects: The second gear driving gear in the present invention can be used as the first stage transmission of the first gear and as the idler gear of its own gear position, which can reduce the number of first stage gear pairs (two gear parts) of conventional transmissions, increase the transmission ratio of the transmission while reducing the number of gears, and reduce the manufacturing cost of the two gears. At the same time, since the first stage reduction gear and shift synchronization ring of the conventional transmission are reduced, the lightweight of the assembly can be achieved. The reduction of transmission parts also means that the transmission efficiency of the system is improved and the energy consumption is reduced, especially fast and convenient parts production and assembly and manufacturing of reducers can be achieved, and the effect and purpose of reducing and lowering product failures can be achieved. The shift synchronization process can adopt electronic control speed regulation, which can accurately perform synchronous speed regulation and reduce the axial size of the reducer housing.

[0011] Below, the technical features of an integrated two-speed new energy vehicle reducer without a synchronizer ring of the present invention are further described in conjunction with the accompanying drawings and specific embodiments of the specification. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 : Schematic diagram of the structure of an integrated two-speed new energy vehicle reducer without a synchronizer ring.

[0013] Figure 2 : A schematic diagram of the structure between the gears in the present invention.

[0014] In the above drawings, the descriptions of the reference numerals are as follows: 1-2nd gear input gear, 2-2nd gear driving gear, 3-2nd gear driven gear, 4-main reduction gear, 5-large gear, 6-differential, 7-synchronous sleeve, 8-1st gear driven gear, 9-1st gear driving gear, 10-motor, 11-axle DETAILED DESCRIPTION

[0015] The invention discloses an integrated two-speed new energy vehicle reducer without a synchronous ring, comprising a motor, a second-speed gear, a first-speed gear pair, a main reduction gear pair, a synchronous sleeve and a differential. The second-speed gear comprises a second-speed input gear 1, a second-speed driving gear 2 and a second-speed passive gear 3. The second-speed input gear 1 is connected to the motor, the second-speed driving gear 2 is meshed with the second-speed input gear 1, and the second-speed passive gear 3 is meshed with the second-speed driving gear 2. The main reduction gear pair can be connected to the second-speed passive gear 3 and the first-speed gear pair respectively through the synchronous sleeve for gear shifting. The second-speed driving gear 2 serves as both a primary reduction gear of the first gear and a second-speed driving gear.

[0016] Power transmission method: In the second gear state, the synchronous sleeve is connected to the second gear driven gear 3, and the second gear driving gear 2 is used as an idler gear. The motor power is sequentially transmitted from the second gear input gear 1, the second gear driving gear 2, the second gear driven gear 3, the synchronous sleeve and the main reduction gear pair to the differential, and finally transmitted to the wheels through the half shaft 11 to drive the vehicle to travel; In the first gear state, the synchronous sleeve is connected to the first gear gear pair, the second gear driving gear 2 serves as the primary reduction gear of the first gear, and the first gear gear pair serves as the secondary reduction gear. The motor power is transmitted to the differential through the second gear input gear 1, the second gear driving gear 2, the first gear gear pair, the synchronous sleeve 7 and the main reduction gear pair in sequence, and finally the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to travel.

[0017] The first gear gear pair includes a first gear driving gear 9 and a first gear driven gear 8, the first gear driving gear 9 is connected to the second gear driving gear 2, and the first gear driven gear 8 is meshed with the first gear driving gear 9. The first gear driving gear 9 is fixedly connected to the second gear driving gear 2 through a shaft and is set on the reducer through a shaft, the first gear driving gear 9 is connected and fixedly set on the second gear driving gear 2, and the shaft is set on the reducer through a bearing. Or, the second gear driving gear 2 can be a second gear driving gear shaft with a second gear driving gear integrated, and the first gear driving gear 9 is set on the second gear driving gear shaft.

[0018] The main reduction gear pair includes a main reduction gear 4 and a large gear 5. The main reduction gear 4 is arranged on the reducer through two shafts. The main reduction gear 4 is connected to the reducer through the large gear 5. The large gear 5 is meshed with the main reduction gear 4. The second gear driven gear 3, the synchronous sleeve and the first gear driven gear 8 are respectively arranged on the two shafts. The two shafts are arranged on the reducer through bearings. The second gear driven gear 3 and the first gear driven gear 8 are connected to the synchronous sleeve for gear shifting. The main reduction gear 4 and the synchronous sleeve 7 are respectively fixed on the two shafts. The second gear driven gear 3 and the first gear driven gear 8 are sleeved on the two shafts. The synchronous sleeve 7 is connected to the two shafts through splines. The synchronous sleeve can move left and right along the two shafts and is respectively connected to the second gear driven gear 3 and the first gear driven gear 8 for gear shifting. Or, the main reduction gear 4 can be a main reduction gear shaft with the main reduction gear 4 integrated, and the second gear driven gear 3, the synchronous sleeve and the first gear driven gear 8 are respectively arranged on the main reduction gear shaft. The second gear driven gear 3 and the first gear driven gear 8 are respectively provided with engaging teeth connected with the synchronous sliding sleeve 7 .

[0019] When the synchronous sleeve 7 is connected to the second gear driven gear 3, it is in the second gear state. The power from the motor passes through the input gear 1, the second gear driving gear 2, the second gear driven gear 3 and the synchronous sleeve in sequence. The synchronous sleeve drives the second shaft to rotate, and the second shaft drives the main reduction gear 4, which drives the main reduction gear 4 to drive the large gear 5, and the large gear 5 drives the differential 6. Finally, the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to move.

[0020] When the synchronous sleeve 7 is connected to the first gear driven gear 8, it is in the first gear state, the second gear input gear 1 is transmitted to the first gear driving gear 9 through the second gear driving gear 2 for primary reduction, and the first gear driving gear 9 is transmitted to the main reduction gear 4 through the first gear driven gear 8 for secondary reduction; the power from the motor passes through the input gear 1, the second gear driving gear 2, the first gear driving gear 9, the first gear driven gear 8 and the synchronous sleeve 7 in sequence, the synchronous sleeve drives the second shaft to rotate, the second shaft drives the main reduction gear 4, drives the main reduction gear 4 to drive the large gear 5, the large gear 5 drives the differential 6, and finally transmits the power to the wheels through the half shaft 11 to drive the vehicle to travel.

[0021] A specific embodiment, an integrated two-speed new energy vehicle reducer without a synchronizer ring, includes a motor, a second-speed input gear 1, a first shaft assembly, a second shaft assembly and a differential, the second-speed input gear 1 is connected to the motor, the second-speed input gear 1 is connected to the motor through an input shaft, the input shaft is connected to the motor, and the input gear 1 is fixedly arranged on the input shaft. Or the input gear 1 can be an input gear shaft with an input gear, and the motor shaft has an integrated gear structure. The first shaft assembly is connected to the input gear 1, the second shaft assembly is connected to the first shaft assembly, and the differential is connected to the second shaft assembly.

[0022] The first shaft assembly includes a first shaft, a second gear driving gear 2 and a first gear driving gear 9. The second gear driving gear and the first gear driving gear are respectively fixedly arranged on the first shaft, and the second gear driving gear is always meshed with the input gear 1. The second shaft assembly includes a second shaft, a second gear driven gear 3, a first gear driven gear 8, a main reduction gear 4 and a synchronous sleeve 7. The main reduction gear 4 and the synchronous sleeve 7 are fixedly arranged on the second shaft. The second gear driven gear 3 and the first gear driven gear 8 are installed on the second shaft through a needle bearing. The second gear driven gear 3 meshes with the second gear driving gear 2, and the first gear driven gear 8 meshes with the first gear driving gear 9. The synchronous sleeve 7 is connected to the second shaft through a spline. The synchronous sleeve can move left and right along the second shaft and is respectively connected to the second gear driven gear 3 and the first gear driven gear 8 for shifting. The main reduction gear 4 is connected to the differential through a large gear 5. The large gear 5 is arranged on the differential, and the large gear 5 meshes with the main reduction gear 4.

[0023] The second shaft is provided with an external spline, the synchronous sleeve 7 is provided with an internal spline, the second gear driven gear 3 and the first gear driven gear 8 are respectively provided with engaging teeth connected to the synchronous sleeve 7, the synchronous sleeve 7 is located between the second gear driven gear 3 and the first gear driven gear 8, and the synchronous sleeve 7 is moved left and right to be connected with the engaging teeth on the second gear driven gear 3 and the first gear driven gear 8 to shift gears.

[0024] The synchronous sleeve 7 adjusts the speed difference through electronic control to achieve gear shifting. When the synchronous sleeve 7 is connected to the engaging teeth of the second gear driven gear 3, it is in the second gear state. The second gear driving gear 2 serves as the driving gear of the second gear. The second gear power transmission route is: the power from the motor passes through the input gear 1, the second gear driving gear 2, the second gear driven gear 3 and the synchronous sleeve in sequence, the synchronous sleeve drives the second shaft to rotate, the second shaft drives the main reduction gear 4, drives the main reduction gear 4 to drive the large gear 5, the large gear 5 drives the differential 6, and finally transmits the power to the wheels through the half shaft 11 to drive the vehicle to travel.

[0025] When the synchronous sleeve 7 is connected with the engaging teeth of the first gear driven gear 8, it is the first gear state at this time, and the second gear driving gear 2 serves as the primary reduction gear of the first gear. The first gear power transmission route is: the power is transmitted from the motor through the input gear 1, the second gear driving gear 2, the first gear driving gear 9, the first gear driven gear 8 and the synchronous sleeve 7 in sequence, the synchronous sleeve drives the second shaft to rotate, the second shaft drives the main reduction gear 4, drives the main reduction gear 4 to drive the large gear 5, the large gear 5 drives the differential 6, and finally transmits the power to the wheels through the half shaft 11 to drive the vehicle to travel.

[0026] Finally, the purpose of high speed ratio transmission that cannot be achieved by ordinary reducers is achieved.

Claims

1. An integrated two-speed new energy vehicle reducer without a synchronizer ring, characterized in that: It includes a motor, a second gear gear, a first gear gear pair, a main reduction gear pair, a synchronous sleeve and a differential. The second gear gear includes a second gear input gear, a second gear driving gear and a second gear driven gear. The second gear input gear is connected to the motor, the second gear driving gear is meshed with the second gear input gear, and the second gear driven gear is meshed with the second gear driving gear. The main reduction gear pair can be connected to the second gear driven gear and the first gear gear pair through the synchronous sleeve for gear shifting; Power transmission path: In the second gear state, the synchronous sleeve is connected to the second gear driven gear, and the second gear driving gear is used as an idler gear. The motor power is transmitted from the second gear input gear, the second gear driving gear, the second gear driven gear, the synchronous sleeve and the main reduction gear pair to the differential in sequence, and finally transmitted to the wheels through the half shaft to drive the vehicle to move; In the first gear state, the synchronous sleeve is connected to the first gear gear pair, the second gear driving gear serves as the primary reduction gear of the first gear, and the first gear gear pair serves as the secondary reduction gear. The motor power is transmitted to the differential through the second gear input gear, the second gear driving gear, the first gear gear pair, the synchronous sleeve and the main reduction gear pair in sequence, and finally the power is transmitted to the wheels through the half shaft to drive the vehicle.

2. The integrated two-speed new energy vehicle reducer without a synchronizer ring according to claim 1, characterized in that: The first gear gear pair includes a first gear driving gear and a first gear driven gear, and the main reduction gear pair includes a main reduction gear and a large gear; when the synchronous sleeve is connected to the first gear driven gear, it is in the first gear state, and the second gear input gear is transmitted to the first gear driving gear through the second gear driving gear for primary reduction, and the first gear driving gear is transmitted to the main reduction gear through the first gear driven gear for secondary reduction.

3. The integrated two-speed new energy vehicle reducer without a synchronizer ring according to claim 1, characterized in that: The first gear gear pair comprises a first gear driving gear and a first gear driven gear, the first gear driving gear is connected with the second gear driving gear, and the first gear driven gear is meshed with the first gear driving gear.

4. The integrated two-speed new energy vehicle reducer without a synchronizer ring according to claim 3 is characterized in that: The first gear driving gear and the second gear driving gear are fixedly connected through a shaft and arranged on the reducer, and the first gear driving gear and the second gear driving gear are connected and fixedly arranged on a shaft.

5. The integrated two-speed new energy vehicle reducer without a synchronizer ring according to claim 3, characterized in that: The main reduction gear pair includes a main reduction gear and a large gear. The main reduction gear is arranged on the reducer through two shafts. The main reduction gear is connected to the reducer through the large gear. The second gear driven gear, the synchronous sleeve and the first gear driven gear are respectively arranged on the two shafts, and are respectively connected to the second gear driven gear and the first gear driven gear through the synchronous sleeve for gear shifting.

6. The integrated two-speed new energy vehicle reducer without a synchronizer ring according to claim 5, characterized in that: The main reduction gear and the synchronous sleeve are fixedly arranged on the second shaft respectively, the second gear passive gear and the first gear passive gear are installed on the second shaft through needle bearings, the synchronous sleeve is connected to the second shaft through splines, and the synchronous sleeve can move left and right along the second shaft to connect with the second gear passive gear and the first gear passive gear respectively for gear shifting.

7. The integrated two-speed new energy vehicle reducer without a synchronizer ring according to claim 6, characterized in that: The second gear driven gear and the first gear driven gear are respectively provided with engaging teeth connected with the synchronous sliding sleeve.

8. The integrated two-speed new energy vehicle reducer without synchronizer ring according to claim 6, characterized in that: When the synchronous sleeve is connected to the second gear driven gear, it is in the second gear state. The power from the motor passes through the input gear, the second gear driving gear, the second gear driven gear and the synchronous sleeve in sequence. The synchronous sleeve drives the second shaft to rotate, and the second shaft drives the main reduction gear, which drives the main reduction gear to drive the large gear, and the large gear drives the differential. Finally, the power is transmitted to the wheels through the half shaft to drive the vehicle to move.

9. The integrated two-speed new energy vehicle reducer without synchronizer ring according to claim 6, characterized in that: When the synchronous sleeve is connected to the first gear driven gear, it is in the first gear state. The power from the motor passes through the input gear, the second gear driving gear, the first gear driving gear, the first gear driven gear and the synchronous sleeve in sequence. The synchronous sleeve drives the second shaft to rotate, the second shaft drives the main reduction gear, which drives the main reduction gear to drive the large gear, and the large gear drives the differential. Finally, the power is transmitted to the wheels through the half shaft to drive the vehicle to move.

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