Power assembly and vehicle

Abstract

The invention discloses a power assembly and a vehicle. The power assembly comprises a driving motor, a speed reducer and a differential mechanism, and the driving motor is provided with a motor shaft; the input end of the reducer is connected with a motor shaft; the differential mechanism is connected with the output end of the speed reducer, is suitable for outputting power to an axle and is provided with a lock-up clutch; the axle comprises a first half axle and a second half axle, the first half axle and the second half axle are both connected with an output gear of the differential mechanism, and the lock-up clutch is arranged on the differential mechanism shell and located on the side, close to the first half axle, of the differential mechanism shell or located on the side, close to the second half axle, of the differential mechanism shell. Therefore, small torque of the driving motor can be converted into large torque to be output, the production cost is saved, the service life is prolonged, the differential mechanism can be locked or unlocked so as to better adapt to different driving conditions and road conditions, the trafficability and safety of a vehicle are improved, in addition, the requirement for arrangement adaptation of a power assembly, a brake chamber and the like can be met, and the service life of the vehicle is prolonged. And the arrangement space of the whole vehicle is optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and more particularly to a powertrain and a vehicle. Background Art

[0002] With the accelerating trend of commercial vehicle electrification, the models equipped with electric drive axles have gradually expanded to heavy commercial vehicles. Especially for the electric drive axles of heavy-duty commercial vehicles, their working scenarios and operating conditions are very complex. It is necessary to meet the large torque requirements during full-load climbing and the high-efficiency requirements during high-speed cruising. The electric drive axles in the prior art adopt a configuration of a large-torque motor combined with a small number of reduction stages, resulting in high motor costs and low cost performance. Moreover, due to the general arrangement of brake air chambers and leaf spring seats in medium and heavy commercial vehicles, the axial dimension of the drive structure in the prior art is too large, which is not conducive to the overall vehicle space layout. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. For this reason, an object of the present invention is to provide a powertrain, which can convert the small torque of the drive motor into large torque output to save production costs and improve service life. Moreover, the differential can be locked or unlocked to better adapt to different driving conditions and road surface conditions, enhance the vehicle's passability and safety. In addition, it can also meet the layout adaptation requirements of the powertrain and brake air chambers, etc., and optimize the overall vehicle layout space.

[0004] The present invention also provides a vehicle with the above powertrain.

[0005] According to an embodiment of the first aspect of the present invention, the powertrain includes: a drive motor, a reducer, and a differential. The drive motor has a motor shaft; the input end of the reducer is connected to the motor shaft; the differential is connected to the output end of the reducer and is adapted to output power to the axle. The differential is provided with a locking clutch; wherein the axle includes a first half shaft and a second half shaft, both the first half shaft and the second half shaft are connected to the output gear of the differential, and the locking clutch can selectively lock the differential. In the locked state, the first half shaft and the second half shaft rotate synchronously. The differential has a differential case, and the locking clutch is disposed in the differential case and is located on one side of the differential case adjacent to the first half shaft or on one side of the differential case adjacent to the second half shaft.

[0006] According to the powertrain of the present invention, by arranging the drive motor, the reducer, and the differential, the small torque of the drive motor can be converted into large torque output. The drive motor can be selected as a small torque model. In this way, the production cost can be saved and the service life can be extended. At the same time, since the differential can be locked or unlocked to better adapt to different driving conditions and road surface conditions, the passability and safety of the vehicle can be effectively enhanced. In addition, the adaptation requirements of the powertrain for the leaf spring seat and the brake chamber space layout can be met, and the overall vehicle layout space can be optimized.

[0007] According to some embodiments of the present invention, the reducer includes a first shaft and a second shaft that are parallel to the motor shaft and are sequentially spaced from the motor shaft. The motor shaft is power-connected to the first shaft through a first-stage gear pair, the first shaft is power-connected to the second shaft through a second-stage gear pair, and the second shaft is power-connected to the differential through a third-stage gear pair. A plurality of shifting mechanisms are provided on the first shaft, and the second-stage gear pair is configured with at least three different gears, and each second-stage gear pair is engaged or separated from the first shaft through the shifting mechanism.

[0008] Further, the first-stage driving wheel of the first-stage gear pair is fixedly connected to the motor shaft, and the first-stage driven wheel is fixedly connected to the first shaft; the third-stage driving wheel of the third-stage gear pair is fixedly connected to the second shaft, and the third-stage driven wheel is connected to the differential; the second-stage driving wheels of the plurality of second-stage gear pairs are all sleeved on the first shaft and are engaged or separated from the first shaft through the shifting mechanism, and the second-stage driven wheels of the second-stage gear pair are fixedly connected to the second shaft.

[0009] In some embodiments, the first-stage driving wheel of the first-stage gear pair is fixedly connected to the motor shaft, and the first-stage driven wheel is fixedly connected to the first shaft; the third-stage driving wheel of the third-stage gear pair is fixedly connected to the second shaft, and the third-stage driven wheel is connected to the differential; the second-stage driven wheels of the plurality of second-stage gear pairs are all sleeved on the second shaft and are engaged or separated from the second shaft through the shifting mechanism.

[0010] According to some embodiments of the present invention, the first-stage driven wheel is arranged on the side of the plurality of second-stage driving wheels that is axially far from the drive motor.

[0011] In some embodiments, the third-stage driving wheel and the second-stage driven wheels of the plurality of second-stage gear pairs are all arranged on the second shaft, and the third-stage driving wheel is located between two adjacent second-stage driven wheels.

[0012] According to some embodiments of the present invention, the second-stage gear pair includes a first-gear gear pair, a second-gear gear pair, and a third-gear gear pair that are sequentially spaced apart axially, and the shifting mechanism includes a first shifting mechanism and a second shifting mechanism; wherein, the first shifting mechanism is disposed between the first-gear gear pair and the second-gear gear pair, and the second shifting structure is disposed on one side of the third-gear gear pair axially.

[0013] According to some embodiments of the present invention, the differential and the locking clutch are configured as an integral part.

[0014] According to some embodiments of the present invention, the drive motor and the speed reducer are arranged in a common powertrain housing.

[0015] A vehicle according to an embodiment of the second aspect of the present invention, the vehicle includes: the powertrain according to any one of the above embodiments.

[0016] Additional aspects and advantages of the present invention will be given in part in the following description, will become apparent in part from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The above and / or additional aspects and advantages of the present invention will become apparent and be readily understood from the description of the embodiments in conjunction with the following drawings, wherein:

[0018] Figure 1 is a schematic diagram of a powertrain according to some embodiments of the present invention.

[0019] Reference Numerals:

[0020] Powertrain 1;

[0021] Motor shaft b, first shaft c, second shaft d, first half shaft e1, second half shaft e2;

[0022] Drive motor 11;

[0023] First-stage driving wheel 1211, first-stage driven wheel 1212;

[0024] First-gear second-stage driving wheel 1221, first-gear second-stage driven wheel 1222;

[0025] Second-gear second-stage driving wheel 1231, second-gear second-stage driven wheel 1232;

[0026] Third-gear second-stage driving wheel 1241, third-gear second-stage driven wheel 1242;

[0027] Third-stage driving wheel 1251, third-stage driven wheel 1252;

[0028] First shifting mechanism 1261, second shifting mechanism 1262;

[0029] Differential 13;

[0030] Lock-up clutch 14. Detailed implementation manners

[0031] To make the objectives, technical solutions and advantages of the embodiments of this application clearer, the technical solutions in the embodiments of this application will be clearly described below with reference to the accompanying drawings in the embodiments of this application. Obviously, the described embodiments are some but not all of the embodiments of this application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in this application without creative efforts shall fall within the scope of protection of this application.

[0032] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by those of ordinary skill in the technical field to which this application belongs; the terms used in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" and any variations thereof in the specification and claims of this application and the above drawings are intended to cover non-exclusive inclusion. The terms "first", "second", etc. in the specification and claims of this application or the above drawings are used to distinguish different objects and are not used to describe a specific order or primary-secondary relationship.

[0033] Referring to "embodiments" in this application means that specific features, structures or characteristics described in connection with the embodiments can be included in at least one embodiment of this application. The phrase appearing in various positions in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment mutually exclusive with other embodiments.

[0034] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "coupled", "attached" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal communication of two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0035] The term " / and" in this application is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this application generally represents an "or" relationship between the associated objects before and after.

[0036] In the embodiments of the present application, the same reference numerals denote the same components, and for the sake of brevity, in different embodiments, the detailed description of the same components is omitted. It should be understood that the thickness, length, width, etc. of various components in the embodiments of the present application shown in the drawings, as well as the overall thickness, length, width, etc. of the integrated device are only for illustrative purposes and should not constitute any limitation to the present application.

[0037] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention.

[0038] In the description of the present invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through additional features therebetween.

[0039] In the description of the present invention, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0040] It should be noted that in the present invention, the drive motor includes all electric drive units such as permanent magnet synchronous motors, asynchronous motors, DC motors, and reluctance motors; the shift mechanism is configured as a clutch, including all clutch units such as dry-type, wet-type, and dog-tooth type, and may also be a synchronizer or a meshing sleeve type synchronous engagement unit. There is no specific limitation on the above components, and they are selected according to actual needs.

[0041] The term "plurality" as used in the present application refers to two or more (including two).

[0042] The following refers to Figure 1 Describe the powertrain 1 and the vehicle according to an embodiment of the present invention.

[0043] According to an embodiment of the first aspect of the present invention, the powertrain 1 includes a drive motor 11, a speed reducer, and a differential 13.

[0044] Among them, the drive motor 11 has a motor shaft b; the input end of the reducer is connected to the motor shaft b; the differential 13 is connected to the output end of the reducer and is adapted to output power to the axle. The differential 13 is provided with a locking clutch 14; the axle includes a first half shaft e1 and a second half shaft e2, and both the first half shaft e1 and the second half shaft e2 are connected to the output gear of the differential 13. The locking clutch 14 can selectively lock the differential 13. In the locked state, the first half shaft e1 and the second half shaft e2 rotate synchronously. The differential 13 has a differential case, and the locking clutch 14 is arranged in the differential case and is located on one side of the differential case adjacent to the first half shaft e1 or on one side of the differential case adjacent to the second half shaft e2.

[0045] Specifically, the drive motor 11 is used to provide power and output it through the motor shaft b. By connecting the motor shaft b to the input end of the reducer, the high-speed output of the drive motor 11 can be converted into low-speed and high-torque output at the output end of the reducer. The output end of the reducer is connected to the differential 13, which can output the low-speed and high-torque power converted by the reducer to the axle, so as to meet the high-torque requirements of the wheels when the vehicle climbs a slope and improve the power transmission efficiency; the axle includes a first half shaft e1 and a second half shaft e2 connected to the output gear of the differential 13. The first half shaft e1 and the second half shaft e2 are respectively adapted to be connected to the left and right side wheels of the vehicle. The differential 13 has a differential function, allowing the left and right side wheels to rotate at different speeds in scenarios such as when the vehicle turns, so as to improve the controllability and driving stability of the vehicle. Among them, the differential case of the differential 13 is provided with a locking clutch 14. The locking clutch 14 can be arranged on one side of the differential case adjacent to the first half shaft e1 or on one side adjacent to the second half shaft e2. In the state where the locking clutch 14 locks the differential 13, the first half shaft e1 and the second half shaft e2 rotate synchronously, so that the left and right side wheels rotate synchronously. The locking clutch 14 can selectively lock the differential 13 according to the usage conditions of the vehicle. Exemplarily, when one side wheel of the vehicle slips, the locking clutch 14 can lock the differential 13 to make the left and right side wheels rotate synchronously for getting out of trouble, or in specific road conditions (such as off-road or slippery roads), the locking clutch 14 locks the differential 13 to improve the traction and stability of the vehicle.

[0046] It should be noted that the drive motor 11 and the differential 13 are respectively arranged at the input end and the output end of the reducer, so that the differential 13, the reducer, and the drive motor 11 can be sequentially arranged in the direction away from the axle. It can be understood that the drive motor 11 is arranged on the outermost periphery, the differential 13 is connected to the axle, and the reducer can be located at a position farther from the axle than the differential 13, thus not increasing the axial dimension of the axle, and at the same time ensuring an appropriate distance between the drive motor 11 and the axle, and further meeting the space layout adaptation requirements of the power assembly 1, the leaf spring seat, and the brake chamber, which is beneficial to optimizing the overall vehicle layout space.

[0047] In addition, the lock-up clutch 14 is disposed on one side of the differential case adjacent to the first half shaft e1 or on one side adjacent to the second half shaft e2, which can save the layout space occupied by the lock-up clutch 14 and the differential 13 in the axial direction of the axle, and can ensure that there is a sufficient distance between the differential 13 and the lock-up clutch 14 and the ends of the first half shaft e1 and the second half shaft e2, so as to ensure the distance from the leaf spring seat and the brake chamber, and thus can meet the requirements of the overall vehicle space layout.

[0048] Since medium and heavy commercial vehicles are generally equipped with brake chambers and leaf spring seats, the axial dimension of the drive structure in the prior art is too large, which is not conducive to the overall vehicle space layout.

[0049] According to the powertrain 1 of the present invention, through the arrangement of the drive motor 11, the reducer and the differential 13, the small torque of the drive motor 11 can be converted into a large torque output. The drive motor 11 can be selected with a small torque model. In this way, the production cost can be saved and the service life can be improved. At the same time, since the differential 13 can be locked or unlocked to better adapt to different driving conditions and road conditions, the passability and safety of the vehicle can be effectively enhanced. In addition, it can also meet the requirements of the space layout adaptation of the powertrain 1 with the leaf spring seat and the brake chamber, and optimize the overall vehicle layout space.

[0050] According to some embodiments of the present invention, the reducer includes a first shaft c and a second shaft d that are parallel to the motor shaft b and are sequentially spaced from the motor shaft b.

[0051] Among them, the motor shaft b and the first shaft c are power-connected through a first-stage gear pair, the first shaft c and the second shaft d are power-connected through a second-stage gear pair, and the second shaft d and the differential 13 are power-connected through a third-stage gear pair; a plurality of shifting mechanisms are provided on the first shaft c, the second-stage gear pair is configured as at least three different gears, and each second-stage gear pair is engaged or disengaged with the first shaft c through the shifting mechanism.

[0052] Specifically, the motor shaft b, the first shaft c, the second shaft d, and the axle where the differential 13 is located are arranged in parallel. Through the corresponding first-stage gear pair, second-stage gear pair, and third-stage gear pair, multi-stage reduction can be achieved, which helps to obtain a larger torque output from the drive motor 11 to meet the driving requirements of the vehicle; the second-stage gear pair connecting the first shaft c and the second shaft d is at least three, and the transmission ratios of the plurality of second-stage gear pairs are different. Each second-stage gear pair can be engaged or disengaged with the first shaft c through the shifting mechanism, so that the powertrain 1 can have at least three gear transmission modes and can meet the gear requirements of the vehicle under different working conditions.

[0053] Further, the power transmission routes of the third gear transmission mode are as follows: when the shifting mechanism engages the first second-stage gear pair and the first shaft c, the output is the first gear speed; when the shifting mechanism engages the second second-stage gear pair and the first shaft c, the output is the second gear speed; when the shifting mechanism engages the third second-stage gear pair and the first shaft c, the output is the third gear speed, thereby realizing at least three gear shifts. It can be understood that since the differential 13 is provided with a locking clutch 14, the differential 13 has two states: locked and unlocked, corresponding to the first half shaft e1 and the second half shaft e2 rotating synchronously or differentially. Therefore, in fact, including the case where the first half shaft e1 and the second half shaft e2 rotate differentially, the powertrain 1 in the present invention has at least six gear transmission modes.

[0054] It should be noted that the motor shaft b is the power output shaft. Since the power can directly reach the axle where the differential 13 is located through three levels of gear pairs and only passes through two drive shafts (the first shaft c and the second shaft d) to transmit the power to the differential 13, the number of transmission stages is small, which can shorten the cantilever of the powertrain 1, reduce the offset load, and reduce the risk of oil leakage. At the same time, it can also increase the vehicle layout space. Exemplarily, in the related art, the cantilever length of the powertrain 1 reaches 804 mm, resulting in a large force on the axle housing and being easily damaged by collision, with a high risk of oil leakage, endangering the safety of the whole vehicle. After verification by actual vehicle cases, the cantilever length of the powertrain 1 in the present invention can be optimized and shortened to 378 mm.

[0055] In addition, due to the arrangement of the first shaft c and the second shaft d, it is convenient for the arrangement of the gear pairs, which can save the space occupied by the gear pairs in the axial direction, making the structure of the powertrain 1 in the present invention compact, thereby reducing the axial length. In this way, interference with the surrounding brake air chambers can be avoided, the vehicle space layout can be optimized, and the adaptability to different vehicle models can also be improved. After verification by actual vehicle cases, the axial dimension of the powertrain 1 in the present invention can be optimized to 637 mm.

[0056] According to some embodiments of the present invention, the first-stage driving wheel 1211 of the first-stage gear pair is fixedly connected to the motor shaft b, and the first-stage driven wheel 1212 is fixedly connected to the first shaft c; the third-stage driving wheel 1251 of the third-stage gear pair is fixedly connected to the second shaft d, and the third-stage driven wheel 1252 is connected to the differential 13; the second-stage driving wheels of the multiple second-stage gear pairs are all sleeved on the first shaft c and are engaged or separated from the first shaft c through a shifting mechanism, and the second-stage driven wheels of the second-stage gear pairs are fixedly connected to the second shaft d.

[0057] Specifically, each gear pair includes a driving wheel and a driven wheel. Specifically arranged, a first-stage driving wheel 1211 is provided on the motor shaft b, and a first-stage driven wheel 1212 is provided on the second shaft d. The first-stage driving wheel 1211 and the first-stage driven wheel 1212 are meshed and matched to transmit power from the motor shaft b to the first shaft c; a plurality of second-stage driving wheels are provided on the first shaft c at axial intervals. Each second-stage driving wheel is sleeved on the first shaft c loosely, and a plurality of shifting mechanisms are also provided on the first shaft c. Each second-stage driving wheel can be engaged or separated from the first shaft c through the shifting mechanism. Second-stage driven wheels corresponding to the plurality of second-stage driving wheels are provided on the second shaft d. When a certain second-stage driving wheel is engaged with the first shaft c through the shifting mechanism, the second-stage driven wheel corresponding to the second-stage driving wheel transmits power to the second shaft d; a third-stage driving wheel 1251 is also provided on the second shaft d. The third-stage driven wheel 1252 is connected to the differential 13 to transmit power from the second shaft d to the differential 13, thereby realizing synchronous rotation or differential rotation of the first half shaft e1 and the second half shaft e2.

[0058] By cooperating with different second-stage driving wheels through a plurality of shifting mechanisms, multi-gear rapid shifting can be achieved, providing a variety of transmission ratio selections, which can improve the adaptability of the powertrain 1 and driving flexibility, and optimize the performance and efficiency of the vehicle under different speeds and loads.

[0059] According to some embodiments of the present invention, the first-stage driving wheel 1211 of the first-stage gear pair is fixedly connected to the motor shaft b, and the first-stage driven wheel 1212 is fixedly connected to the first shaft c; the third-stage driving wheel 1251 of the third-stage gear pair is fixedly connected to the second shaft d, and the third-stage driven wheel 1252 is connected to the differential 13; the second-stage driven wheels of the plurality of second-stage gear pairs are all sleeved on the second shaft d loosely and are engaged or separated from the second shaft d through the shifting mechanism.

[0060] Specifically, in some embodiments, the shifting mechanism can also cooperate with the second-stage driven wheel to realize gear shifting. Specifically arranged, a plurality of second-stage driving wheels are provided on the first shaft c at axial intervals. Second-stage driven wheels corresponding to the plurality of second-stage driving wheels are provided on the second shaft d. The second-stage driven wheels are all sleeved on the second shaft d loosely and are engaged or separated from the second shaft d through the shifting mechanism. Similarly, when a certain second-stage driven wheel is engaged with the second shaft d through the shifting mechanism, the second-stage driven wheel is meshed and matched with the corresponding second-stage driving wheel to transmit power from the first shaft c to the second shaft d, and then through the third-stage driving wheel 1251 and the third-stage driven wheel 1252, the power can be transmitted from the second shaft d to the differential 13, thereby realizing synchronous rotation or differential rotation of the first half shaft e1 and the second half shaft e2.

[0061] Similarly, by means of multiple shifting mechanisms cooperating with different secondary driven wheels, multi-gear rapid shifting can be achieved, providing a variety of transmission ratio selections, which can improve the adaptability of the powertrain 1 and driving flexibility, and optimize the performance and efficiency of the vehicle under different speeds and loads.

[0062] According to some embodiments of the present invention, the first-stage driven wheel 1212 is arranged on the side of the multiple second-stage driving wheels axially away from the drive motor 11.

[0063] Specifically, the motor shaft b of the drive motor 11, the first shaft c, and the second shaft d are arranged at intervals and in parallel in sequence. A plurality of second-stage driving wheels and shifting mechanism components are arranged on the first shaft c. In order to save layout space, the first-stage driving wheel 1211 can be arranged at one end of the motor shaft b axially away from the drive motor 11. At the same time, the corresponding first-stage driven wheel 1212 is arranged on the side of the multiple second-stage driving wheels axially away from the drive motor 11, so as to form an avoidance space between the first-stage driving wheel 1211 and the drive motor 11 to avoid the multiple second-stage driving wheels and shifting mechanism components on the first shaft c. Thereby, the structural compactness of the powertrain 1 can be improved, the axial dimension and the cantilever length can be reduced, which is beneficial to improving the space utilization rate, enhancing the safety and lifespan.

[0064] According to some embodiments of the present invention, the third-stage driving wheel 1251 and the secondary driven wheels of multiple second-stage gear pairs are both arranged on the second shaft d, and the third-stage driving wheel 1251 is located between two adjacent secondary driven wheels.

[0065] Specifically, the multiple secondary driven wheels are arranged at intervals along the axial direction on the second shaft d. The third-stage driving wheel 1251 can be arranged between two adjacent secondary driven wheels so that the third-stage driving wheel 1251 is located at the middle position among the multiple secondary driven wheels. Exemplarily, when the number of secondary driven wheels is three, the third-stage driving wheel 1251 is arranged between any two adjacent secondary driven wheels. When the number of secondary driven wheels is four, the third-stage driving wheel 1251 is arranged at the middle position of the four secondary driven wheels, that is, two secondary driven wheels are arranged on each side of the third-stage driving wheel 1251 axially. The third-stage driving wheel 1251 and the third-stage driven wheel 1252 are connected between the second shaft d and the differential 13. The third-stage driving wheel 1251, the third-stage driven wheel 1252, and the differential 13 are arranged substantially in a straight line in the transmission direction. Therefore, arranging the third-stage driving wheel 1251 at the middle position among the multiple secondary driven wheels is beneficial to being adapted to the differential 13 arranged at the middle position of the axle and reducing the axial dimension, and can prevent interference with the surrounding brake air chambers, optimizing the overall vehicle space layout.

[0066] It should be noted that the compact layout of the third-stage driving wheel 1251 and the secondary driven wheels is also helpful for the uniform load distribution between the gears, thereby extending the service life of the gears and improving the reliability of the powertrain 1.

[0067] According to some embodiments of the present invention, the secondary gear pair includes a first gear pair, a second gear pair, and a third gear pair that are sequentially spaced apart axially, and the shifting mechanism includes a first shifting mechanism 1261 and a second shifting mechanism 1262;

[0068] Among them, the first shifting mechanism 1261 is disposed between the first gear pair and the second gear pair, and the second shifting structure is disposed on one side of the third gear pair axially.

[0069] Specifically, the secondary gear pair can be configured into three, namely a first gear pair, a second gear pair, and a third gear pair, which can be sequentially spaced apart axially in a direction away from the first-stage driven wheel 1212. The transmission ratios of the first gear pair, the second gear pair, and the third gear pair are different to achieve different gear functions. Among them, the first gear pair includes a first-stage secondary driving wheel 1221 and a first-stage secondary driven wheel 1222, the second gear pair includes a second-stage secondary driving wheel 1231 and a second-stage secondary driven wheel 1232, and the third gear pair includes a third-stage secondary driving wheel 1241 and a third-stage secondary driven wheel 1242.

[0070] In this embodiment, the first shifting structure can engage the first gear pair or the second gear pair with the first shaft c (corresponding to the arrangement mode where the secondary driving wheel is idly sleeved on the first shaft c) or the second shaft d (corresponding to the arrangement mode where the secondary driven wheel is idly sleeved on the second shaft d) to achieve first-gear transmission or second-gear transmission. Among them, the first shifting mechanism 1261 is disposed between the first gear pair and the second gear pair. On the one hand, it can separate the first gear pair and the second gear pair to ensure working safety; on the other hand, it enables the first shifting mechanism 1261 to easily and quickly cooperate with the first gear pair or the second gear pair to improve the shifting response speed;

[0071] In this embodiment, the second shifting mechanism 1262 is used to control the engagement or separation between the third gear pair and the first shaft c (corresponding to the arrangement mode where the secondary driving wheel is idly sleeved on the first shaft c) or the second shaft d (corresponding to the arrangement mode where the secondary driven wheel is idly sleeved on the second shaft d). The second shifting mechanism 1262 can be disposed on one side of the third gear pair axially. Preferably, the second shifting mechanism 1262 is disposed on one side of the third gear pair axially away from the first gear pair, the second gear pair, and the first-stage driven wheel 1212. On the one hand, it enables the three secondary gear pairs and the two shifting structures to be reasonably arranged, which can improve the load distribution uniformity of the first shaft c and the second shaft d and extend the service life of the first shaft c and the second shaft d; on the other hand, it can protect the second shifting mechanism 1262 and the first shifting mechanism 1261 from interfering with each other, and can improve the working reliability and safety of the second shifting mechanism 1262 and the first shifting mechanism 1261.

[0072] In addition, in some specific embodiments of the present invention, the powertrain 1 further includes a shift controller, which is electrically connected to the first shifting mechanism 1261 and the second shifting mechanism 1262 to selectively control the operation of the first shifting mechanism 1261 or the second shifting mechanism 1262, and the shift controller can increase the convenience and accuracy of gear control.

[0073] It should be noted that the above is only an example of the embodiment. The specific transmission ratio, gear size and layout depend on the specific design requirements and application scenarios of the powertrain 1. In actual applications, different designs and optimizations may be required according to specific needs. For example, in some embodiments, the number of gears of the powertrain 1 can also be four gears, five gears and more gears, and more gears can be achieved by adding gear driving wheels and corresponding gear driven wheels in parallel, as well as synchronizing components such as drive shafts.

[0074] According to some embodiments of the present invention, the differential 13 and the locking clutch 14 are constructed as an integral part.

[0075] Specifically, the locking clutch 14 can be integrated beside the differential case of the differential 13. By constructing the differential 13 and the locking clutch 14 as an integral part, on the one hand, the space occupied by the layout of the differential 13 and the locking clutch 14 can be saved. On the premise of providing the locking function of the differential 13, it can be ensured that there is enough distance between the integral part of the differential 13 and the locking clutch 14 and the ends of the first half shaft e1 and the second half shaft e2 to ensure the distance from the leaf spring seat and the brake chamber, meeting the requirements of the overall vehicle space layout; on the other hand, the number of multiple connecting parts and the number of outer shells can be reduced, achieving weight reduction and cost reduction, and improving the energy efficiency of the whole vehicle.

[0076] According to some embodiments of the present invention, the drive motor 11 and the reducer are arranged in a common powertrain 1 housing.

[0077] Specifically, the drive motor 11 and the reducer are integrated and installed in a common and unified powertrain 1 housing, which can save space, make the overall size of the powertrain 1 small, and improve the adaptability of the installation layout of the powertrain 1 and the brake chamber in the limited space of the electric drive axle; by arranging the drive motor 11 and the reducer in the common powertrain 1 housing, the energy conversion between the drive motor 11 and the reducer is more direct, and the loss of energy during the transmission process can also be reduced, improving the transmission efficiency; in addition, it can also reduce costs and weight, and improve energy efficiency.

[0078] In addition, in some specific embodiments of the present invention, both ends of the motor shaft b are supported on the powertrain 1 housing through bearings, the first shaft c and the second shaft d are both supported on the powertrain 1 housing through bearings, and the differential 13 is also supported on the powertrain 1 housing through bearings to improve the component integration and working reliability.

[0079] In the powertrain 1 according to the present invention, the specific transmission routes for different gears are as follows. First gear: drive motor 11 → motor shaft b → first-stage gear pair → first shaft c → first shifting mechanism 1261 → first-gear pair → second shaft d → third-stage gear pair → differential 13 → first half shaft e1 and second half shaft e2 (when the differential 13 is locked, the first half shaft e1 and the second half shaft e2 rotate synchronously; when the differential 13 is unlocked, the first half shaft e1 and the second half shaft e2 rotate differentially); Second gear: drive motor 11 → motor shaft b → first-stage gear pair → first shaft c → first shifting mechanism 1261 → second-gear pair → second shaft d → third-stage gear pair → differential 13 → first half shaft e1 and second half shaft e2 (when the differential 13 is locked, the first half shaft e1 and the second half shaft e2 rotate synchronously; when the differential 13 is unlocked, the first half shaft e1 and the second half shaft e2 rotate differentially); Third gear: drive motor 11 → motor shaft b → first-stage gear pair → first shaft c → second shifting mechanism 1262 → third-gear pair → second shaft d → third-stage gear pair → differential 13 → first half shaft e1 and second half shaft e2 (when the differential 13 is locked, the first half shaft e1 and the second half shaft e2 rotate synchronously; when the differential 13 is unlocked, the first half shaft e1 and the second half shaft e2 rotate differentially).

[0080] For the vehicle according to the second aspect embodiment of the present invention, the vehicle includes: the powertrain 1 described in any one of the above embodiments, and the technical effects generated are the same as those in the above embodiments, which will not be elaborated here.

[0081] In the description of this specification, the description with reference to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples.

[0082] Although the embodiments of the present invention have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and purposes of the present invention, and the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A powertrain, characterized in that: include: A drive motor (11), wherein the drive motor (11) has a motor shaft (b); A reducer, wherein an input end of the reducer is connected to the motor shaft (b); A differential (13), the differential (13) is connected to the output end of the reducer and is suitable for outputting power to the axle, and the differential (13) is provided with a locking clutch (14); wherein The axle comprises a first half-shaft (e1) and a second half-shaft (e2), the first half-shaft (e1) and the second half-shaft (e2) are both connected to the output gear of the differential (13), the locking clutch (14) can selectively lock the differential (13), in the locked state, the first half-shaft (e1) and the second half-shaft (e2) rotate synchronously, the differential (13) has a differential case, the locking clutch (14) is arranged on the differential case, and is located on a side of the differential case adjacent to the first half-shaft (e1), or on a side of the differential case adjacent to the second half-shaft (e2).

2. The powertrain according to claim 1, characterized in that: The reducer comprises a first shaft (c) and a second shaft (d) which are parallel to the motor shaft (b) and spaced apart from the motor shaft (b), the motor shaft (b) and the first shaft (c) are connected to each other via a primary gear pair, the first shaft (c) and the second shaft (d) are connected to each other via a secondary gear pair, and the second shaft (d) and the differential (13) are connected to each other via a tertiary gear pair; wherein The first shaft (c) is provided with a plurality of shifting mechanisms, the secondary gear pair is configured to have at least three different gear positions, and each of the secondary gear pairs is engaged with or disengaged from the first shaft (c) through the shifting mechanisms.

3. The powertrain according to claim 2, characterized in that: The first-stage driving wheel (1211) of the first-stage gear pair is fixedly connected to the motor shaft (b), and the first-stage driven wheel (1212) is fixedly connected to the first shaft (c); the third-stage driving wheel (1251) of the third-stage gear pair is fixedly connected to the second shaft (d), and the third-stage driven wheel (1252) is connected to the differential (13); the second-stage driving wheels of the plurality of second-stage gear pairs are all loosely mounted on the first shaft (c), and are engaged with or separated from the first shaft (c) through the shifting mechanism, and the second-stage driven wheels of the second-stage gear pair are fixedly connected to the second shaft (d).

4. The powertrain according to claim 2, characterized in that: The first-stage driving wheel (1211) of the first-stage gear pair is fixedly connected to the motor shaft (b), and the first-stage driven wheel (1212) is fixedly connected to the first shaft (c); the third-stage driving wheel (1251) of the third-stage gear pair is fixedly connected to the second shaft (d), and the third-stage driven wheel (1252) is connected to the differential (13); the second-stage driven wheels of the plurality of second-stage gear pairs are all loosely mounted on the second shaft (d), and are engaged with or separated from the second shaft (d) through the gear shifting mechanism.

5. The powertrain according to claim 3 or 4, characterized in that: The primary driven wheel (1212) is arranged on a side of the plurality of secondary driving wheels that is axially away from the drive motor (11).

6. The powertrain according to claim 3 or 4, characterized in that: The three-stage driving wheel (1251) and the secondary driven wheels of the plurality of secondary gear pairs are both arranged on the second shaft (d), and the three-stage driving wheel (1251) is located between two adjacent secondary driven wheels.

7. The powertrain according to claim 3 or 4, characterized in that: The secondary gear pair includes a first gear pair, a second gear pair and a third gear pair which are spaced in sequence in the axial direction, and the shifting mechanism includes a first shifting mechanism (1261) and a second shifting mechanism (1262); wherein the first shifting mechanism (1261) is arranged between the first gear pair and the second gear pair, and the second shifting mechanism is arranged on one side of the third gear pair in the axial direction.

8. The powertrain according to claim 1, characterized in that: The differential (13) and the locking clutch (14) are constructed as an integral part.

9. The powertrain according to claim 1, characterized in that: The drive motor (11) and the reducer are arranged in a common powertrain housing.

10. A vehicle, characterized in that: include: The powertrain according to any one of claims 1 to 9.

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