Power transmission system and vehicle with same

Abstract

The invention provides a power transmission system and a vehicle with the same, and relates to the technical field of power transmission. The power transmission system comprises a shell provided with a containing cavity; the speed reducer assembly at least comprises a bevel gear shaft and a driven bevel gear, a driving bevel gear is formed at one end of the bevel gear shaft, the driven bevel gear is meshed with the driving bevel gear, and the driven bevel gear and a shell of the differential mechanism are integrally formed; the transmission assembly is in transmission connection with the other end of the bevel gear shaft; the speed reducer assembly and the transmission assembly are both arranged in the containing cavity. According to the scheme, the problem that the sizes of a speed reducer and a transmission in the prior art are not suitable for use requirements of new vehicle types is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of power transmission technology, in particular to a power transmission system and a vehicle with the same. BACKGROUND

[0002] The traditional form of main reducer assembly has been widely used in fuel vehicles, which is independently arranged and connected with the gearbox through a transmission shaft. With the rapid development of the new energy vehicle industry, hybrid vehicle models show strong growth momentum in the market; including domestic manufacturers such as FAW, which are launching P1+P3 longitudinal front-drive hybrid vehicle models, which have great market prospects in high-performance vehicles and off-road vehicle scenarios. When the main reducer assembly is applied to the P1+P3 longitudinal front-drive hybrid vehicle model, on the one hand, the traditional independent main reducer occupies a large space, which is difficult to meet the overall vehicle Y arrangement requirements; on the other hand, the power system operating conditions of hybrid vehicles are quite different from those of fuel vehicles, and the stress on the main reducer assembly changes greatly, so the internal structure of the traditional form of main reducer assembly needs to be improved.

[0003] At present, no effective solution has been proposed for the above technical problems. SUMMARY

[0004] The main purpose of the present application is to provide a power transmission system and a vehicle with the same, so as to solve the problem that the size of the reducer and the transmission in the prior art is not suitable for the use requirements of new vehicle models.

[0005] In order to achieve the above-mentioned purpose, according to one aspect of the present application, a power transmission system is provided, comprising: a housing having a receiving cavity; a reducer assembly, the reducer assembly at least comprising a bevel gear shaft and a driven bevel gear, one end of the bevel gear shaft forming a driving bevel gear, the driven bevel gear being engaged with the driving bevel gear, the driven bevel gear being integrally formed with the housing of the differential; a transmission assembly, the transmission assembly being in transmission connection with the other end of the bevel gear shaft; wherein the reducer assembly and the transmission assembly are both arranged in the receiving cavity.

[0006] Further, the transmission assembly comprises a transmission shaft, the transmission shaft being provided with a driving transmission gear, the bevel gear shaft being provided with a driven transmission gear, the driven transmission gear being engaged with the driving transmission gear.

[0007] Further, an inner housing is arranged in the housing, the inner housing being connected with the housing, at least part of the inner housing being arranged in extension along the length direction of the vehicle body, the inner housing being used for separating the receiving cavity into at least two chambers along the width direction of the vehicle body.

[0008] Further, the chambers at least comprise: a first chamber, the reducer assembly and the differential being arranged in the first chamber; a second chamber, the transmission assembly being arranged in the second chamber; wherein at least the second chamber is provided with lubricating oil.

[0009] Further, the bottom of the second chamber forms an oil pool, lubricating oil is arranged in the oil pool, at least one oil inlet channel and at least one oil return channel are arranged on the inner walls of the first chamber and the second chamber, the second chamber communicates with the first chamber through the oil inlet channel and the oil return channel, the oil inlet channel is used for conveying lubricating oil to the first chamber, and the oil return channel is used for returning lubricating oil to the second chamber.

[0010] Further, one end of the oil inlet channel communicates with the oil pool, and the other end of the oil inlet channel communicates with the lubricating oil channel, the lubricating oil channel comprises a first oil channel and a second oil channel, an output end of the first oil channel communicates with the first chamber, and the output end of the first oil channel is arranged close to the driven bevel gear, an output end of the second oil channel communicates with the first chamber, and the output end of the second oil channel is arranged close to the bearing of the bevel gear shaft.

[0011] Further, the bottom of the first chamber and the bottom of the second chamber form oil pools, lubricating oil is arranged in the oil pools, part of the driven bevel gears are immersed in the oil pool in the first chamber, and the other part of the driven bevel gears are located on the oil liquid, and the driven bevel gears are used for driving the lubricating oil in the oil pool.

[0012] Further, the inner wall of the first chamber is provided with a bearing oil inlet channel and a bearing oil return channel, one end of the bearing oil inlet channel is arranged close to the driven bevel gear, the other end of the bearing oil inlet channel is arranged close to the bearing of the bevel gear shaft, one end of the bearing oil return channel is arranged close to the bearing of the bevel gear shaft, and the other end of the bearing oil return channel communicates with the oil pool in the first chamber.

[0013] Further, the housing of the differential is provided with an oil inlet and an oil outlet, and the oil inlet and the oil outlet are used for conveying lubricating oil to the differential.

[0014] Further, the housing is provided with an oil sealing hole, two sealing elements are arranged in the oil sealing hole, one of the sealing elements is used for sealing the first chamber, the other sealing element is used for sealing the second chamber, an air vent hole is arranged between the two adjacent sealing elements, and the air vent hole communicates with the external environment through an air vent channel.

[0015] Further, the bevel gear shaft is further provided with a bearing assembly, the bearing assembly comprises a plurality of bearings, and the driven transmission gear is arranged between two adjacent bearings or is arranged on one side of the bearing assembly, wherein the bearing assembly is a double-row bearing.

[0016] Further, an input nut is arranged at one end of the bevel gear shaft away from the driving bevel gear, and the input nut is used for locking the pre-tightening force of the bevel gear shaft.

[0017] Further, an opening is arranged on the outer wall of the first chamber, a side cover is arranged at the opening, the side cover has a sealing state of sealing the opening and a avoiding state of opening the opening, and the opening is used for adjusting the pre-tightening force of the differential.

[0018] According to another aspect of the present application, a vehicle is provided, the vehicle having a power transmission system, the power transmission system being the power transmission system described above.

[0019] By applying the technical solution of the present application, the reducer assembly, the differential and the transmission assembly are all arranged in the accommodating cavity, so that the reducer assembly and the transmission assembly share one housing, the width of the power transmission system can be maximally compressed, the space occupied by the reducer assembly is reduced, the space in the width direction of the vehicle is effectively saved, the arrangement requirement in the width direction of the vehicle is met, meanwhile, the power transmission path and mode between the reducer assembly and the transmission assembly are changed, the power transmission system is more suitable for hybrid vehicle models, and the applicability and flexibility of the power transmission system are improved. BRIEF DESCRIPTION OF DRAWINGS

[0020] The accompanying drawings, which form a part of this application, are included to provide a further understanding of the application, and are incorporated in and constitute a part of this application. The embodiments of the present application illustrated in the drawings and their descriptions are used to explain the present application and are not intended to limit the present application. In the drawings:

[0021] Figure 1 A structural schematic diagram of a first embodiment of the power transmission system according to the present application is shown;

[0022] Figure 2 A structural schematic diagram of a second embodiment of the power transmission system according to the present application is shown;

[0023] Figure 3 A structural schematic diagram of a third embodiment of the power transmission system according to the present application is shown;

[0024] Figure 4 A structural schematic diagram of a fourth embodiment of the power transmission system according to the present application is shown.

[0025] In the above drawings, the following reference signs are used:

[0026] 10, housing; 100, accommodating cavity; 101, first chamber; 102, second chamber; 11, oil sealing hole; 110, air vent hole; 12, sealing member; 120, air vent passage; 13, side cover; 14, inner housing;

[0027] 20, reducer assembly; 200, bearing assembly; 201, bearing; 21, driven bevel gear shaft; 210, driven transmission gear; 22, driven bevel gear; 23, driving bevel gear; 24, nut;

[0028] 30, differential; 31, oil inlet; 32, oil outlet;

[0029] 40, transmission assembly; 41, transmission shaft; 410, driving transmission gear;

[0030] 51, oil inlet passage; 52, oil return passage; 53, lubricating oil passage; 531, first oil passage; 532, second oil passage; 54, bearing oil inlet passage; 55, bearing oil return passage. DETAILED DESCRIPTION

[0031] It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other without conflict. The present application will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0032] It should be noted that the terms used herein are only intended to describe specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise, and it should be understood that the use of the term "comprise" and / or "include" in this specification indicates the presence of features, steps, operations, devices, components and / or combinations thereof.

[0033] It should be noted that the terms "first", "second", and the like in the description of the specification and claims of the present application and the above-described drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way can be interchanged as appropriate, so that the embodiments of the present application described herein can be implemented, for example, in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device that includes a series of steps or units does not necessarily have to be limited to only those steps or units clearly listed, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0034] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in various different forms, and should not be interpreted as being limited only to the embodiments set forth herein. It should be understood that these embodiments are provided in order to make the present disclosure complete and comprehensive, and to sufficiently convey the ideas of these exemplary embodiments to those of ordinary skill in the art. In the drawings, the thickness of layers and regions can be exaggerated for clarity, and the same reference numerals are used to denote the same elements, so that a description thereof will be omitted.

[0035] At present, the traditional form of main reducer assembly is an important component of the power transmission system of a fuel passenger vehicle, which mainly functions to transmit the output torque of the transmission to the wheels after being boosted and changed in direction; according to the driving form of the vehicle, it is arranged between the two front wheels or the two rear wheels, connected to the transmission through a transmission shaft and to the wheels through a drive shaft; as an independent assembly, it is fixed to the vehicle chassis through the suspension points on the reducer housing.

[0036] The traditional form of main reducer assembly is composed of a reducer housing, a side cover (or a rear cover), an input flange nut, an input flange, an oil seal, an adjusting gasket (or an elastic sleeve), a hypoid gear, a bearing, a differential assembly, an oil seal, a bolt and other components; the commonly used power transmission path is as follows: input end transmission shaft→input flange→driving bevel gear→driven bevel gear→differential assembly→inner half shaft→output end transmission shaft. Among them, the driving bevel gear, the main tooth inner bearing, the main tooth outer bearing, the input flange, the oil seal and the adjusting gasket (or the elastic sleeve) form a driving bevel gear assembly; the input flange is connected with the driving bevel gear through splines, and both of them are responsible for transmitting torque; the main tooth inner bearing and the main tooth outer bearing are arranged back to back, on the one hand, supporting the circumferential direction movement of the driving bevel gear, and on the other hand, bearing the radial force and axial force (mainly pointing to the tail of the driving bevel gear) of the tooth part of the driving bevel gear. The main function of the reducer housing is to support and seal the cavity; from the internal structure, on the one hand, the reducer housing supports the operation of the internal parts of the reducer assembly through the installation and pre-tightening of the bearing, and on the other hand, through the design of the reducer housing cavity and oil channel, combined with the design of the oil seal and the selection of lubricating oil, to meet the lubrication requirements of the reducer assembly; from the external structure, the reducer housing is designed with suspension points on the outside, which is used to fix the reducer assembly to the vehicle.

[0037] The traditional form of main reducer assembly has been widely used in fuel vehicles, and is independently arranged and connected to the transmission through a transmission shaft. With the rapid development of the new energy vehicle industry, hybrid vehicle models show strong growth momentum in the market; among them, P1+P3 longitudinal front-drive hybrid vehicle models have great market prospects in high-performance vehicles and off-road vehicle scenarios. When the main reducer assembly is applied to P1+P3 longitudinal front-drive hybrid vehicle models, on the one hand, the traditional independent main reducer occupies a large space, which is difficult to meet the Y-direction arrangement requirements of the vehicle; on the other hand, the operating conditions of the power system in hybrid vehicle models are quite different from those of fuel vehicles, and the stress on the main reducer assembly changes greatly, so the internal structure of the traditional form of main reducer assembly needs to be improved. Based on the above factors, the traditional form of main reducer assembly is not suitable for the use requirements of longitudinal front-drive hybrid vehicle models.

[0038] In combination with Figures 1 to 4 According to specific embodiments of the present application, a power transmission system is provided.

[0039] Specifically, asFigure 1 As shown, the power transmission system comprises a housing 10, a reducer assembly 20 and a transmission assembly 40, the housing 10 has a receiving cavity 100; the reducer assembly 20 at least comprises a bevel gear shaft 21 and a driven bevel gear 22, one end of the bevel gear shaft 21 forms a driving bevel gear 23, the driven bevel gear 22 is engaged with the driving bevel gear 23, and the driven bevel gear 22 is integrally arranged with the housing of the differential 30; the transmission assembly 40 is in transmission connection with the other end of the bevel gear shaft 21; wherein the reducer assembly 20 and the transmission assembly 40 are arranged in the receiving cavity 100.

[0040] By applying the technical scheme of the embodiment, the reducer assembly 20, the differential 30 and the transmission assembly 40 are arranged in the receiving cavity 100, so that the reducer assembly 20 and the transmission assembly 40 share one housing, the width of the power transmission system can be maximally compressed, the space occupied by the reducer assembly 20 is reduced, the space in the width direction of the vehicle is effectively saved, the arrangement requirement in the width direction of the vehicle is met, the power transmission path and mode between the reducer assembly 20 and the transmission assembly 40 are changed, the power transmission system is more suitable for hybrid vehicle models, and the applicability and flexibility of the power transmission system are improved.

[0041] In the embodiment, the driven bevel gear 22 is integrally arranged with the housing of the differential 30, so that the number of components can be reduced, the additional assembly steps such as welding and bolt connection between the driven bevel gear 22 and the housing of the differential 30 are avoided, the production cost is reduced and the assembly efficiency is improved, the relative movement between components is reduced by integrally arranging, which helps to reduce the NVH (Noise Vibration Harshness) problem, and if the bolt is cancelled and the welding is adopted, the weight can be further reduced and the efficiency of the overall power transmission can be improved.

[0042] It should be noted that the driven bevel gear 22 is integrally arranged with the housing of the differential 30, so that the driven bevel gear 22 receives the torque transmitted by the driving bevel gear 23 and directly engages with the sun gear or the planetary gear in the differential 30 to transmit the torque to the differential 30, without indirect torque transmission and without the support of additional bearings or supports, so as to further compress the space occupied by the differential 30.

[0043] In an optional embodiment of the application, the bevel gear shaft 21 is arranged in a hollow shaft to further reduce the weight of the reducer assembly 20.

[0044] Specifically, as Figure 1As shown, the transmission assembly 40 includes a transmission shaft 41, the transmission shaft 41 is provided with a driving gear 410, the bevel shaft 21 is provided with a driven gear 210, the driven gear 210 is engaged with the driving gear 410. Through the engagement of the driving gear 410 on the transmission shaft and the driven gear 210 on the bevel shaft 21, efficient power transmission from the transmission assembly 40 to the speed reducer assembly 20 is achieved, and through the direct arrangement of the cylindrical gear assembly on the bevel shaft 21 and the transmission shaft 41 between the transmission assembly 40 and the speed reducer assembly 20, the driven gear 210 receives and changes the properties of the power (such as increasing torque and reducing speed), and then transmits the adjusted power to the driven bevel gear 22 through the bevel shaft 21, and finally distributes the power evenly to the driving wheels on both sides of the vehicle through the differential 30, so that the power transmission link is shortened, the power transmission efficiency is improved, and the energy loss is reduced.

[0045] Further, the housing 10 is provided with an inner shell 14, the inner shell 14 is connected with the housing 10, at least part of the inner shell 14 is arranged along the length direction of the vehicle body, and the inner shell 14 is used to separate the accommodation cavity 100 into at least two chambers along the width direction of the vehicle body. By separating the accommodation cavity 100 into multiple independent chambers through the inner shell 14, different positions of communication between the multiple chambers can be provided to realize independent lubrication and maintenance of different functional components.

[0046] It should be noted that the inner shell 14 separates the accommodation cavity 100 along the width direction of the vehicle body, and different components of the power transmission system can be arranged in the chamber, so that the components are reasonably arranged along the width direction of the vehicle body, the utilization rate of the space along the width direction of the vehicle body is improved, and the overall power transmission system is optimized, so that it can be applied to various vehicle models.

[0047] Specifically, the chamber includes at least a first chamber 101 and a second chamber 102, the speed reducer assembly 20 and the differential 30 are arranged in the first chamber 101, and the transmission assembly 40 is arranged in the second chamber 102, and at least the second chamber 102 is provided with lubricating oil. By arranging the components in the power transmission system in different chambers, different components in different chambers are lubricated in different ways to cooperate to realize compression in the width direction of the vehicle body, and by separating the speed reducer assembly 20, the differential 30 and the transmission assembly 40 in different chambers, the interference between them is reduced, and each component is maintained separately, thereby reducing the maintenance cost.

[0048] It should be noted that although different components are arranged in different chambers, they are all in the accommodation cavity 100, that is, the components are integrally arranged, which can meet the demand for compact power transmission system and lightweight arrangement.

[0049] In an embodiment of the present application, as Figure 4As shown, the bottom of the second chamber 102 forms an oil pool in which lubricating oil is arranged, and at least one oil inlet channel 51 and at least one oil return channel 52 are arranged on the inner walls of the first chamber 101 and the second chamber 102, the second chamber 102 communicates with the first chamber 101 through the oil inlet channel 51 and the oil return channel 52, the oil inlet channel 51 is used to deliver lubricating oil to the first chamber 101, and the oil return channel 52 is used to return lubricating oil to the second chamber 102. The first chamber 101 and the second chamber 102 communicate through the oil inlet channel 51 and the oil return channel 52, and no additional lubricating oil is arranged in the first chamber 101, so that the lubrication of the reducer assembly 20 and the differential 30 in the first chamber 101 is achieved by extracting lubricating oil from the oil pool of the second chamber 102, delivering the lubricating oil to the bearings and gears of each component through the oil inlet channel 51 for lubrication, and then returning the lubricating oil to the oil pool of the second chamber 102 through the oil return channel 52, thereby realizing the recycling of the lubricating oil.

[0050] In the embodiment, the oil inlet channel 51 is integrated with a pump body, the pump body can suck the lubricating oil in the oil pool of the second chamber 102 into the oil inlet channel 51, and then deliver the lubricating oil to the bearings through the oil inlet channel 51, by integrating the lubricating system into the structure of the housing 10, the flow direction of the lubricating oil can be accurately controlled, each key component can be properly lubricated, the volume and weight of the entire system can be reduced to a certain extent, and the space utilization rate can be improved.

[0051] Specifically, one end of the oil inlet channel 51 is in communication with the oil pool, and the other end of the oil inlet channel 51 is in communication with the lubricating oil channel 53, the lubricating oil channel 53 includes a first oil channel 531 and a second oil channel 532, the output end of the first oil channel 531 is in communication with the first cavity 101, and the output end of the first oil channel 531 is arranged close to the driven bevel gear 22; the output end of the second oil channel 532 is in communication with the first cavity 101, and the output end of the second oil channel 532 is arranged close to the bearing of the bevel gear shaft 21. By arranging the lubricating oil channel 53, the lubricating oil channel 53 is further subdivided into two branches, i.e. the first oil channel 531 and the second oil channel 532, which respectively lubricate different parts inside the reducer assembly 20. The output end of the first oil channel 531 is connected with the first cavity 101, and is arranged close to the driven bevel gear 22. When the lubricating oil enters the lubricating oil channel 53 through the oil inlet channel 51, part of the lubricating oil will be guided to the first oil channel 531, thereby directly reaching the driven bevel gear 22, and lubricating the meshing part of the driven bevel gear 22 and the driving bevel gear 23. At the same time, due to the rotation of the driven bevel gear 22, the lubricating oil adhered thereto can be thrown onto the differential 30, thereby achieving oil throwing lubrication for each gear shaft system in the differential 30. The output end of the second oil channel 532 is arranged close to the bearing of the bevel gear shaft 21. The bearing is a part of the reducer assembly 20 that frequently bears radial and axial forces, and needs continuous lubrication to reduce friction and prolong its service life. Through the second oil channel 532, the lubricating oil can be accurately delivered to the periphery of these bearings, ensuring that they are always in optimal lubrication conditions during operation.

[0052] In another embodiment of the present application, the bottom of the first cavity 101 and the bottom of the second cavity 102 form oil pools, and lubricating oil is arranged in the oil pools. Part of the driven bevel gear 22 is immersed in the oil pool in the first cavity 101, and another part of the driven bevel gear 22 is located above the oil. The driven bevel gear 22 is used to drive the lubricating oil in the oil pool. At this time, the first cavity 101 and the second cavity 102 are arranged as independent cavities. The lubricating oil in the second cavity 102 is only used to lubricate the gears and bearings of the transmission assembly 40. The lubricating oil in the first cavity 101 is used to lubricate the reducer assembly 20 and the differential 30. In the first cavity 101, part of the driven bevel gear 22 is immersed in the oil pool, and the lubricating oil is driven by the rotation of the driven bevel gear 22, thereby achieving splash lubrication of the gears and bearings. Splash lubrication can bring lubricating oil to the upper part and periphery of the gears, ensuring comprehensive lubrication of the gears, and also improving oil circulation and cooling effect. In this way, no additional lubricating oil pump or oil system is needed. The driven bevel gear 22 naturally drives the lubricating oil during rotation, thereby achieving self-lubrication.

[0053] Specifically, as Figure 2As shown, the inner wall of the first chamber 101 is provided with a bearing oil inlet channel 54 and a bearing oil return channel 55. One end of the bearing oil inlet channel 54 is arranged close to the driven bevel gear 22, and the other end of the bearing oil inlet channel 54 is arranged close to the bearing of the bevel gear shaft 21. One end of the bearing oil return channel 55 is arranged close to the bearing of the bevel gear shaft 21, and the other end of the bearing oil return channel 55 communicates with the oil pool in the first chamber 101. Since the first chamber 101 adopts splash lubrication to lubricate the differential 30 and the reducer assembly 20, one end of the bearing oil inlet channel 54 is arranged close to the driven bevel gear 22, and the lubricating oil driven by the rotation of the driven bevel gear 22 can be thrown into the bearing oil inlet channel 54, and then reach the bearing of the bevel gear shaft 21 through the bearing oil inlet channel 54 to lubricate the bearing. After lubrication, the lubricating oil returns to the oil pool through the bearing oil return channel 55. The bearing oil inlet channel 54 and the bearing oil return channel 55 together form a closed circulation system, ensuring that the lubricating oil driven by the driven bevel gear 22 can be directly and effectively delivered to the bearing to provide the necessary lubrication effect. At the same time, the lubricating oil is guided back to the oil pool through the bearing oil return channel 55, and after cooling and filtering, it is distributed through the oil inlet channel 51 and the lubricating oil channel 53 to form a complete lubrication and cooling cycle. Not only does this optimize the use efficiency of lubricating oil, reduce unnecessary waste, and reduce operating costs, but it also ensures that the bearing can be fully lubricated under any working condition, prolongs the service life of the bearing, and improves the reliability and efficiency of the overall transmission system.

[0054] Further, as shown in Figure 2 、 Figure 4 , the housing of the differential 30 is provided with an oil inlet 31 and an oil outlet 32, and the oil inlet 31 and the oil outlet 32 are used for lubricating oil delivery of the differential 30. By providing the oil inlet 31 and the oil outlet 32 on the housing of the differential 30, the internal lubrication of the differential 30 can be achieved to ensure the normal operation of the differential 30. Directly providing the oil inlet 31 and the oil outlet 32 on the housing of the differential 30 simplifies the structure of the lubrication system, reduces the complexity of the oil circuit, reduces the potential risk of leakage, and also facilitates maintenance and inspection.

[0055] It should be noted that when the first chamber 101 and the second chamber 102 are co-chambered, at this time the lubricating oil enters the first chamber 101 through the oil inlet channel 51, and the first oil channel 531 of the lubricating oil channel 53 outputs lubricating oil close to the driven bevel gear 22. Under the rotation of the driven bevel gear 22, the lubricating oil is driven from the oil inlet 31 into the differential 30 to lubricate the gear shaft system in the differential 30. After lubrication is completed, the excess lubricating oil flows out from the oil outlet 32 and reenters the first chamber 101, and further returns to the second chamber 102 through the oil return channel 52. When the first chamber 101 and the second chamber 102 are independently chambered, at this time the lubricating oil is directly splashed by the driven bevel gear 22. The splashed lubricating oil can enter the differential 30 through the oil inlet 31 to lubricate the differential 30, and the oil outlet 32 is directly communicated with the oil pool in the first chamber 101. By only opening the oil inlet 31 and the oil outlet 32 on the shell of the differential 30, the lubrication of the differential 30 can be realized, which reduces the maintenance cost while ensuring efficient lubrication.

[0056] Further, as shown in Figure 1 、 Figure 3 The housing 10 is provided with an oil sealing hole 11, and two sealing members 12 are arranged in the oil sealing hole 11. One of the sealing members 12 is used to block the first chamber 101, and the other sealing member 12 is used to block the second chamber 102. An air vent hole 110 is arranged between the two adjacent sealing members 12, and the air vent hole 110 is communicated with the outside environment through an air vent channel 120. When the first chamber 101 and the second chamber 102 are independently chambered, the sealing of different chambers is realized through the arrangement of the oil sealing hole 11 and the sealing member 12, and the air pressure balance inside and outside the chamber is maintained through the air vent hole 110 and the air vent channel 120, which improves the sealing performance of the system, prevents the leakage of lubricating oil, ensures the balance of air pressure inside and outside the chamber, and avoids the damage of the sealing member 12 caused by air pressure difference. The double-layer sealing member 12 in the oil sealing hole 11, combined with the air vent hole 110 and the air vent channel 120, not only optimizes the sealing performance of the entire housing 10, but also meets the requirements of air pressure balance and safety, reduces the complexity of maintenance and inspection, avoids the loss of lubricating oil and the invasion of external pollutants caused by air pressure change or sealing failure, and improves the overall performance and reliability of the transmission system.

[0057] Further, the bevel gear shaft 21 is further provided with a bearing assembly 200, the bearing assembly 200 comprises a plurality of bearings 201, the driven transmission gear 210 is arranged between two adjacent bearings 201, or the driven transmission gear 210 is arranged on one side of the bearing assembly 200, wherein the bearing assembly 200 is a double-row bearing. The bearing assembly 200 adopts the form of a double-row bearing, compared with the traditional single-row bearing, the double-row bearing can bear axial load while providing greater radial load capacity, the design of the double-row bearing can also enhance the stability of the entire transmission system, reduce vibration and noise, and improve the NVH performance.

[0058] It should be noted that the integrated arrangement of the plurality of bearings 201 can reduce the length of the driving bevel gear shaft 21 and compress the axial (i.e. the length direction of the vehicle) space of the main reducer assembly 20.

[0059] In an embodiment of the present application, the driven transmission gear 210 is arranged between two bearings 201, which can ensure that the driven transmission gear 210 is well supported in the axial and radial directions, effectively disperses the load transmitted by the gear, reduces the deformation of the bevel gear shaft 21, and prolongs its service life.

[0060] In another embodiment of the present application, the driven transmission gear 210 is arranged on one side of the bearing assembly 200, which reduces the direct interference between the gear and the bearing, and facilitates the reasonable arrangement of the positions of the oil sealing hole 11 and the sealing member 12.

[0061] Further, the end of the bevel gear shaft 21 away from the driving bevel gear 23 is provided with an input nut 24, the input nut 24 is used for locking the pre-tightening force of the bevel gear shaft 21. Through the arrangement of the input nut 24, the pre-tightening force of the bevel gear shaft 21 is adjusted, the tight meshing between the driving bevel gear 23 and the driven bevel gear 22 is ensured, the efficiency and stability of power transmission are improved, and the energy loss is reduced.

[0062] It should be noted that the pre-tightening force is the pressure applied in advance on the reducer assembly 20, and the gap between the components is eliminated through the pre-tightening force to improve the transmission efficiency and precision. In the embodiment, by tightening or loosening the input nut 24, the bevel gear shaft 21 can be adjusted to ensure the stable connection between the bearings 201, the driven transmission gear 210, and the driving bevel gear 23 on the bevel gear shaft 21, which can maintain the stability of the pre-tightening force during vehicle starting, acceleration, deceleration, etc., effectively resist the loosening of the components caused by the change of torque, and thus maintain the stability and efficiency of the transmission system.

[0063] Further, as shown in FIG. 2, the bevel gear shaft 21 is provided with a plurality of oil sealing holes 11, the oil sealing holes 11 are arranged on the bevel gear shaft 21 in a staggered manner, and the sealing members 12 are arranged in the oil sealing holes 11. Figure 1As shown, the outer wall of the first chamber 101 is provided with an opening, and the opening is provided with a side cover 13, which has a blocking state of blocking the opening and an avoiding state of opening the opening. The opening is used to adjust the pre-tightening force of the differential 30. By opening the opening near the differential 30 of the housing 10, the opening can be blocked or opened by the side cover 13, thereby facilitating the maintenance of the differential 30 in the housing 10 and the adjustment of the pre-tightening force by the staff through the opening. It should be noted that the pre-tightening force of the differential 30 that is too large can cause excessive wear, increase energy consumption, and produce unnecessary noise; and the pre-tightening force that is too small can cause excessive play between the internal components of the differential, affecting the transmission efficiency and stability. Therefore, by adjusting the pre-tightening force through the opening, the adjustment can be quickly made according to the actual operating conditions of the vehicle without disassembling the entire transmission system, and the design of the opening and the side cover 13 greatly increases the flexibility and maintainability of the system.

[0064] In an optional embodiment of the present application, the differential 30 is pre-tightened by selecting a gasket through the opening. That is, by selecting a gasket with different thicknesses between the housing 10 and the differential 30, the gap and distance between the two can be accurately controlled to meet the pre-tightening force requirement of the differential 30.

[0065] According to another specific embodiment of the present application, a vehicle is also provided, which has a power transmission system. The power transmission system is the power transmission system in the above-mentioned embodiments. The above-mentioned power transmission system is applied to the vehicle to realize efficient transmission and stable operation of the power of the vehicle, and the power transmission system can be applied to traditional internal combustion power vehicles and new energy hybrid vehicles, thereby improving the performance and fuel efficiency of the vehicle and reducing the maintenance cost.

[0066] The present application also provides a preferred embodiment of a power transmission system, which integrates the reducer assembly 20 and the transmission assembly 40, improves the internal structure, and forms a new type of longitudinal hybrid transmission assembly, thereby better meeting the use requirements of P1+ hybrid vehicles.

[0067] Specifically, the housing 10 adopts a side opening design, that is, the side of the housing 10 is provided with an opening, and the opening is provided with a side cover 13. The housing 10 forms a side opening type accommodating cavity 100. On the one hand, the side opening type cavity is provided to meet the assembly of the driving bevel gear bearing, the driving bevel gear 23, the differential bearing, the differential assembly, the driven bevel gear 22 and other components; on the other hand, the pre-tightening force requirement of the differential 30 can be met by selecting a gasket. At the same time, the side cover 13 can reserve a differential bearing mounting hole and an oil sealing hole 11.

[0068] The side of the reducer assembly 20 of the housing 10 (i.e. in the first chamber 101) is provided with a differential bearing, a differential oil seal, inner and outer bearings of the bevel gear shaft 21, and a sealing member 12, which meets the support of the oil sealing, bearings and other components inside the reducer assembly 20. At the same time, the first chamber 101 is provided with lubricating oil channels 53, oil inlet channels 51 and other lubricating components to meet the lubricating flow requirements of the bearings. The oil channels such as the lubricating oil channels 53 are not limited to machining, casting and other process forming.

[0069] The lubrication of the driving bevel gear 23 and the driven bevel gear 22 can be provided in two different schemes. When the first chamber 101 and the second chamber 102 are independent chambers, the driven bevel gear 22 adopts splash lubrication, and the splash formed lubricating oil also meets the lubrication requirements of the bearings and the differential bearing of the driving bevel gear 23. When the first chamber 101 and the second chamber 102 are provided in a common chamber, the two chambers share the lubricating oil in the second chamber 102. The lubricating oil is input from the second chamber 102 to the first chamber 101 through the oil inlet channel 51, and then distributed to the driven bevel gear 22, the bearings of the driving bevel gear, and the differential bearing through the lubricating oil channels 53. At this time, the oil sealing hole 11 and the sealing member 12 on the housing 10 can be cancelled, thereby further compressing the axial length of the bevel gear shaft 21.

[0070] When the first chamber 101 and the second chamber 102 are provided as independent chambers, two sealing members 12 are provided at the oil sealing hole 11 to prevent the lubricating oil on both sides of the first chamber 101 and the second chamber 102 from mixing. An air vent hole 110 is provided between the two sealing members 12, which is further connected to an air vent channel 120 to communicate with the outside atmosphere, thereby ensuring that the sealing member 12 can work normally when there is a pressure difference between the two chambers.

[0071] The housing 10 of the first chamber 101 serves as the front housing of the power transmission system, and in combination with the inner housing 14 and the housing 10 of the second chamber 102, meets the support, sealing and other requirements of the transmission and motor related components in the longitudinal hybrid transmission assembly. The first chamber 101 is provided with a structure connected to the engine to meet the connection requirements of the reducer assembly 20 and the engine. At the same time, the housing 10 can be provided with a suspension point according to different vehicle requirements to meet the installation requirements on different vehicles.

[0072] The power transmission system cancels the power input flange of the transmission, directly engages the driving gear 410 on the transmission shaft 41 of the transmission assembly 40 with the driven transmission gear 210 on the bevel gear shaft 21, uses spline connection between the gears and the shaft, and transmits power to the driven transmission gear 210 through the transmission shaft 41, and then to the bevel gear shaft 21. In order to adapt to the radial force of the driven transmission gear 210 at the tail of the bevel gear shaft 21, bearing structures are added at the corresponding positions of the tail of the bevel gear shaft 21 and the housing 10, which play a supporting role for the radial force of the driven transmission gear 210.

[0073] In order to further compress the axial space of the bevel gear shaft 21, the bearing 201 can be integrated, double-row bearings can be used, and the driven transmission gear 210 can be arranged between the bearing assemblies 200 or on one side.

[0074] The input nut 24 is located at the end of the bevel gear shaft 21 and is used to lock the bevel gear shaft 21 to ensure its pre-tightening force. According to the lightweight design requirement, the bevel gear shaft 21 can be arranged as a hollow shaft.

[0075] The normal gap between the driving bevel gear 23 and the driven bevel gear 22 is not greater than that of the traditional form reducer assembly 20 of the same specification; the differential assembly uses wave springs or small differential gear settings to reduce the running gap of the differential gear; the differential assembly and the inner half shaft or output shaft use small gap design; the reducer assembly 20 uses damping device to reduce the impact noise of the assembly under hybrid working condition, so as to avoid NVH problems.

[0076] Optionally, the differential assembly can be provided with a differential lock structure; the power transmission system can be directly connected with the wheel drive system; the driven bevel gear 22 and the housing of the differential 30 are integrally arranged or welded.

[0077] From the above description, it can be seen that the power transmission system in the above embodiment has the following beneficial effects:

[0078] 1) The reducer assembly 20 and the transmission assembly 40 are arranged in the same housing 10, which can maximize the compression of the overall size space of the power transmission system, especially in the width direction of the vehicle body, thereby facilitating the overall arrangement of related parts of the vehicle.

[0079] 2) The driven bevel gear 22 can use independent cavity or common cavity lubrication mode of the accommodating cavity 100, and the common cavity arrangement can cancel the input oil seal of the bevel gear shaft 21, thereby further compressing the axial length of the reducer assembly 20.

[0080] 3) The transmission assembly 40 and the reducer assembly 20 transmit power through the cylindrical gear pair, which can realize the compression of the axial length of the reducer assembly 20 and reduce the number of parts.

[0081] 4) The reducer assembly 20 is set with a small running clearance to avoid NVH problems caused by contact between parts.

[0082] 5) The bearing assembly 200 is set with double-row bearings and the like to reduce the length of the bevel gear shaft 21 and compress the axial space of the reducer assembly 20.

[0083] 6) The differential assembly can be set with a differential lock function and structure, and the output power of the power transmission system can be connected with the wheel drive half shaft or connected with the wheel through the half shaft according to the requirements of different vehicle models.

[0084] 7) The driven bevel gear 22 and the housing of the differential 30 are set in an integrated or welded form, which can further reduce the weight and improve the efficiency after canceling the bolt connection.

[0085] 8) The bevel gear shaft 21 can be designed as a hollow structure to further reduce the overall weight.

[0086] For the convenience of description, spatial relative terms such as "above", "upper", "upper surface", "upper" and the like can be used herein to describe the spatial positional relationship of one device or feature with other devices or features as shown in the drawings. It should be understood that the spatial relative terms are intended to include different orientations in use or operation in addition to the orientation of the device described in the drawings. For example, if the device in the drawing is inverted, the device described as "above" or "above" other devices or structures will be positioned "below" or "below" other devices or structures. Thus, the example term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative description used herein is interpreted accordingly.

[0087] In addition to the above, it should be noted that "one embodiment", "another embodiment", "embodiment" and the like mentioned in the specification refer to specific features, structures or characteristics described in connection with the embodiment, which are included in at least one embodiment described in the general description of the application. The same expression appears in several places in the specification does not necessarily refer to the same embodiment. Further, when a specific feature, structure or characteristic is described in connection with any embodiment, it is claimed that the implementation of such feature, structure or characteristic in connection with other embodiments also falls within the scope of the application.

[0088] In the above embodiments, the description of each embodiment is focused on, and the part not described in detail in a certain embodiment can be referred to the related description of other embodiments.

[0089] The above merely provides the preferred embodiments of the present application, and is not used to limit the present application. For those skilled in the art, the present application can have various modifications and changes. Any modifications, equivalent replacements, improvements, etc. made within the principles and technical scope of the present application shall fall into the scope of the present application.

Claims

1. A power transmission system characterized by, The application relates to a transmission device, comprising: a housing (10) having a containing cavity (100); a reducer assembly (20) comprising at least a bevel gear shaft (21) and a driven bevel gear (22), one end of the bevel gear shaft (21) forming a driving bevel gear (23), the driven bevel gear (22) being in mesh with the driving bevel gear (23) and being integrally arranged with a housing of a differential (30); a transmission assembly (40) being in transmission connection with the other end of the bevel gear shaft (21); wherein the reducer assembly (20) and the transmission assembly (40) are arranged in the containing cavity (100).

2. The power transmission system of claim 1, wherein, The transmission assembly (40) comprises a transmission shaft (41) provided with a driving transmission gear (410), the bevel gear shaft (21) is provided with a driven transmission gear (210), and the driven transmission gear (210) is in mesh with the driving transmission gear (410).

3. The power transmission system of claim 2, wherein, The housing (10) is provided with an inner housing (14) connected with the housing (10), at least part of the inner housing (14) is arranged along the length direction of a vehicle body, and the inner housing (14) is used for separating the containing cavity (100) into at least two chambers along the width direction of the vehicle body.

4. The power transmission system of claim 3, wherein, The chambers at least comprise: a first chamber (101) provided with the reducer assembly (20) and the differential (30); a second chamber (102) provided with the transmission assembly (40); wherein at least the second chamber (102) is provided with lubricating oil.

5. The power transmission system of claim 4, wherein, The bottom of the second chamber (102) forms an oil pool provided with the lubricating oil, at least one oil inlet channel (51) and at least one oil return channel (52) are arranged on the inner walls of the first chamber (101) and the second chamber (102), the second chamber (102) is in communication with the first chamber (101) through the oil inlet channel (51) and the oil return channel (52), the oil inlet channel (51) is used for conveying the lubricating oil to the first chamber (101), and the oil return channel (52) is used for returning the lubricating oil to the second chamber (102).

6. The power transmission system of claim 5, wherein, One end of the oil inlet channel (51) is in communication with the oil pool, the other end of the oil inlet channel (51) is in communication with a lubricating oil channel (53), and the lubricating oil channel (53) comprises: a first oil channel (531) having an output end in communication with the first chamber (101), and the output end of the first oil channel (531) is arranged close to the driven bevel gear (22); a second oil channel (532) having an output end in communication with the first chamber (101), and the output end of the second oil channel (532) is arranged close to a bearing of the bevel gear shaft (21).

7. The power transmission system of claim 4, wherein, The first chamber (101) and the bottom of the second chamber (102) form an oil pool, the oil pool is provided with the lubricating oil, part of the driven bevel gear (22) is immersed in the oil pool in the first chamber (101), another part of the driven bevel gear (22) is located above the oil, and the driven bevel gear (22) is used for driving the lubricating oil in the oil pool.

8. The power transmission system of claim 7, wherein, The inner wall of the first chamber (101) is provided with a bearing oil inlet channel (54) and a bearing oil return channel (55), one end of the bearing oil inlet channel (54) is arranged close to the driven bevel gear (22), the other end of the bearing oil inlet channel (54) is arranged close to the bearing of the bevel gear shaft (21), one end of the bearing oil return channel (55) is arranged close to the bearing of the bevel gear shaft (21), and the other end of the bearing oil return channel (55) is communicated with the oil pool in the first chamber (101).

9. The power transmission system according to any one of claims 5-8, characterized in that, The housing of the differential (30) is provided with an oil inlet (31) and an oil outlet (32), and the oil inlet (31) and the oil outlet (32) are used for conveying the lubricating oil to the differential (30).

10. The power transmission system according to any one of claims 7-8, characterized in that, The housing (10) is provided with an oil sealing hole (11), two sealing elements (12) are arranged in the oil sealing hole (11), one of the sealing elements (12) is used for sealing the first chamber (101), the other sealing element (12) is used for sealing the second chamber (102), an air vent hole (110) is arranged between two adjacent sealing elements (12), and the air vent hole (110) is communicated with the outside environment through an air vent channel (120).

11. The power transmission system according to any one of claims 5-8, characterized in that, The bevel gear shaft (21) is further provided with a bearing assembly (200), the bearing assembly (200) comprises a plurality of bearings (201), and the driven transmission gear (210) is arranged between two adjacent bearings (201) or on one side of the bearing assembly (200), wherein the bearing assembly (200) is a double-row bearing.

12. The power transmission system of any one of claims 5-8, wherein, The bevel gear shaft (21) is provided with an input nut (24) at an end away from the driving bevel gear (23), and the input nut (24) is used for locking the pre-tightening force of the bevel gear shaft (21).

13. The power transmission system of claim 4, wherein, The outer wall of the first chamber (101) is provided with an opening, the opening is provided with a side cover (13), the side cover (13) has a sealing state of sealing the opening, and the side cover (13) has an avoiding state of opening the opening, and the opening is used for adjusting the pre-tightening force of the differential (30).

14. A vehicle characterized by comprising: The vehicle has a power transmission system, and the power transmission system is the power transmission system in any one of claims 1-13. The vehicle has a power transmission system, and the power transmission system is the power transmission system in any one of claims 1-13.

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