Drive system and vehicle

Abstract

A driving system and a vehicle, the driving system comprising a driving motor and a transmission assembly connected to the driving motor, the transmission assembly comprising an input shaft, an output shaft, a sun gear, a ring gear and a planet carrier on which planet gears are mounted, a first one of the planet carrier, the ring gear and the sun gear being connected to the input shaft, a second one being for outputting power to the output shaft, and a third one being connected to the input shaft in an on-off manner and being selectively lockable. The transmission assembly is connected to the driving motor, and when the third one is locked and disconnected from the input shaft, the transmission assembly is in a first gear state; when the third one is not locked and connected to the input shaft, the transmission assembly is in a second gear state; and when the third one is locked and connected to the input shaft, the transmission assembly is in a parking gear state. Through gear shifting, the working efficiency and the economy of the vehicle are improved, and the parking gear can be achieved through gear shifting, without the need for adding a parking mechanism, thereby saving cost and simplifying the structure.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle drive technology, and more specifically, to a drive system and a vehicle. Background Technology

[0002] Electric drive system technology is the core technology of pure electric vehicles, with the drive motor as its core component, and sometimes a transmission. However, electric drive systems in related technologies are usually matched with single-speed transmissions. This design places very high performance requirements on the drive motor, resulting in low operating efficiency. The transmission only has one gear, making it unable to handle both low and high speed conditions simultaneously. Furthermore, a parking mechanism is required for the parking gear, leading to high production costs and structural complexity. Summary of the Invention

[0003] The purpose of this disclosure is to provide a drive system and vehicle that at least partially solves the problems existing in the related art.

[0004] To achieve the above objectives, this disclosure provides a drive system including a drive motor and a transmission assembly connected to the drive motor. The transmission assembly includes an input shaft, an output shaft, a sun gear, a ring gear, and a planet carrier with planet gears mounted thereon. The planet gears are meshed between the ring gear and the sun gear. The planet carrier, the ring gear, and the sun gear are respectively connected to the input shaft, output power to the output shaft, and connected to the input shaft in a switchable manner, and the third can be selectively locked.

[0005] Optionally, the first is the sun gear, the second is the planet carrier, and the third is the gear ring, wherein the rotation centers of the sun gear, the planet carrier, and the gear ring are coaxial with the input shaft.

[0006] Optionally, the transmission assembly further includes a coupling member that is torsionally sleeved on the input shaft, and the gear ring is connected to the coupling member via a clutch.

[0007] Optionally, the transmission assembly further includes: A first gear, formed on the planetary carrier, and loosely fitted onto the input shaft; and The second gear is sleeved and connected to the output shaft and meshes with the first gear.

[0008] Optionally, the input shaft is coaxial with the drive shaft of the drive motor; the output shaft is designed to be coaxial with the half-shaft of the vehicle.

[0009] Optionally, the transmission assembly also includes a brake for selectively locking the third party.

[0010] Optionally, the transmission assembly further includes a transmission housing, and the brake is mounted in the transmission housing.

[0011] Optionally, there are two drive motors and two transmission assemblies, with the two drive motors being independent of each other and respectively connected to the corresponding transmission assemblies.

[0012] Optionally, one set of the drive motors and the transmission assemblies are arranged symmetrically with another set of the drive motors and the transmission assemblies.

[0013] Optionally, it may also include an electronic control module that is signal-connected to the drive motor and the transmission assembly.

[0014] Optionally, the electronic control module includes an electronic control housing, the drive motor includes a motor housing, and the transmission assembly includes a transmission housing. The two motor housings are arranged adjacent to each other and are located between the two transmission housings. The two motor housings and the two transmission housings together form a U-shaped structure with a accommodating space, and the electrical control housing is arranged within the accommodating space.

[0015] Optionally, the electronic control module includes an electronic control housing, the drive motor includes a motor housing, and the transmission assembly includes a transmission housing. The two gearbox housings are arranged adjacent to each other and are located between the two motor housings. The two motor housings and the two gearbox housings together form a T-shaped structure, and the electronic control housing is arranged on one side of the two gearbox housings.

[0016] According to a second aspect of this disclosure, a vehicle is provided, including the drive system described above.

[0017] Through the above technical solution, the transmission assembly is connected to the drive motor. When the third party is locked and disconnected from the input shaft, the transmission assembly is in first gear; when the third party is not locked and is engaged with the input shaft, the transmission assembly is in second gear; when the third party is locked and engaged with the input shaft, the input shaft can also be indirectly locked, and the transmission assembly is in parking gear. In this disclosure, by modifying the traditional two-row gears to planetary gears, the two-gear function of the transmission assembly is realized. Through gear switching, the working efficiency of the drive motor and the overall vehicle economy are improved, solving the problems of high requirements for the drive motor and low efficiency ratio of the drive motor during driving in existing motor drive systems, increasing the range of pure electric vehicles, improving the power economy of electric vehicles, and effectively reducing costs. In addition, compared with the multi-parallel shaft gear design of traditional transmissions, planetary gears can reduce the required layout space and improve space utilization. Furthermore, the parking gear can be realized by using the gear switching of the transmission assembly itself, without the need for an additional parking mechanism, saving costs and simplifying the structure of the motor drive system.

[0018] Other features and advantages of this disclosure will be described in detail in the following detailed description section. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate the present disclosure and form part of the specification. They are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation thereof. In the drawings: Figure 1 This is a schematic diagram of a first type of drive system exemplarily shown according to this disclosure; Figure 2 yes Figure 1 The image shows a partial enlarged view of the drive system in first gear. Figure 3 yes Figure 1 The image shown is a partial enlarged view of the drive system in second gear. Figure 4 This is a schematic diagram of a second type of drive system exemplarily shown according to this disclosure.

[0020] Explanation of reference numerals in the attached figures 1-Drive motor; 11-Drive shaft; 12-Motor housing; 2-Transmission assembly; 201-Planetary carrier; 202-Ring gear; 203-Sun gear; 204-Planet gears; 205-Input shaft; 206-Connector; 207-Clutch; 208-Output shaft; 209-First gear; 210-Second gear; 211-Half shaft; 212-Brake; 213-Transmission housing; 3-Drive wheel; 4-Electrical control module; 41-Electrical control housing; 5-Accommodation space. Detailed Implementation

[0021] The specific embodiments of this disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0022] In this disclosure, the terms "first," "second," etc., are used to distinguish one element from another and do not indicate any order or importance. When the following description relates to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0023] Reference Figures 1-4 This disclosure exemplarily illustrates a drive system including a drive motor 1 and a transmission assembly 2 connected to the drive motor 1. The transmission assembly 2 includes an input shaft 205, an output shaft 208, a sun gear 203, a ring gear 202, and a planet carrier 201 on which planet gears 204 are mounted, the planet gears 204 being meshed between the ring gear 202 and the sun gear 203. Since the structure and transmission principle of the planetary gear assembly are well known to those skilled in the art, the mating relationships between the planet carrier 201, the ring gear 202, the sun gear 203, and the planet gears 204 will not be explained in detail here. Specifically, the first of the planet carrier 201, the ring gear 202, and the sun gear 203 is connected to the input shaft 205, the second is used to output power (or output power) to the output shaft 208, and the third is connectable to and disconnectable from the input shaft 205 and can be selectively locked. The first component can be any one of the planet carrier 201, ring gear 202, and sun gear 203; the second component can be any one of the two components remaining from the planet carrier 201, ring gear 202, and sun gear 203 excluding the first component; and the third component can be any one of the components remaining from the planet carrier 201, ring gear 202, and sun gear 203 excluding the first and second components. This disclosure does not restrict the selection of the first, second, and third components; they can be adaptively designed according to actual needs. It should be noted that the second component can directly output power to the output shaft 208, or it can indirectly output power to the output shaft 208.

[0024] This disclosure does not limit how a third party can be connected to the input shaft 205, which can be achieved through a clutch mentioned below. Furthermore, the third party can be directly connected to the input shaft 205, or it can be indirectly connected, for example, through a coupling mentioned below. The use of a second party to output power to the output shaft 208 means that the second party can drive the output shaft 208 to rotate.

[0025] By using the above technical solution, the transmission assembly is connected to the drive motor. When the third party is locked and disconnected from the input shaft 205, the transmission assembly 2 is in first gear; when the third party is not locked and is engaged with the input shaft 205, the transmission assembly 2 is in second gear; when the third party is locked and engaged with the input shaft 205, the input shaft 205 can be indirectly locked, and the transmission assembly 2 is in parking gear. In this disclosure, by modifying the traditional two-row gears to planetary gears, the two-gear function of the transmission assembly 2 is realized. Through gear switching, the working efficiency of the drive motor and the overall vehicle economy are improved, solving the problems of high drive motor requirements and low drive motor efficiency during driving in existing electric motor drive systems, increasing the range of pure electric vehicles, improving the power economy of electric vehicles, and effectively reducing costs. In addition, compared with the multi-parallel shaft gear design of traditional transmissions, the planetary gear set can reduce the required layout space and improve space utilization. Furthermore, parking gear can be achieved by using the gear shifting of the transmission assembly 2 itself, eliminating the need for an additional parking mechanism, saving costs and simplifying the structure of the motor drive system.

[0026] As stated above, this disclosure does not restrict the choice of the first, second, or third party, for example, in Figures 1-4 In this embodiment, the first component can be a sun gear 203, the second component can be a planet carrier 201, and the third component can be a ring gear 202. The rotation centers of the sun gear 203, planet carrier 201, and ring gear 202 can be coaxial with the input shaft 205. That is, the sun gear 203 is connected to the input shaft 205, the planet carrier 201 is used to output power to the output shaft 208, and the ring gear 202 can be connected to the output shaft 205 on and off and can be selectively locked. To avoid redundancy, the technical solution of this disclosure will be described below using this embodiment as an example, but this disclosure is not limited thereto. By coaxializing the rotation centers of the sun gear 203, planet carrier 201, and ring gear 202 with the input shaft 205, the radial space occupied by the drive system can be effectively reduced, the integration of the drive system can be improved, and it is beneficial to arrange the drive system in the vehicle.

[0027] Reference Figures 1-4 In embodiments of this disclosure, the transmission assembly 2 may further include a coupling 206 (which may be, for example, a gear) that is torsionally sleeved onto the input shaft 205, and a gear ring 202 may be connected to the coupling 206 via a clutch 207. By providing the coupling 206 and the clutch 207, a disengaged indirect connection between the gear ring 202 and the input shaft 205 can be achieved. This method is less technically challenging and easier to implement than designing the gear ring 202 to be directly connected to the input shaft 205. This disclosure does not limit the type of clutch 207; it may be any form capable of enabling a disengaged connection between the gear ring 202 and the coupling 206.

[0028] It needs to be explained that "torsional coupling" here refers to the coupling 206 being fitted onto the input shaft 205, and there is an "torsional resistance" effect between them. That is, when one of the input shaft 205 and the coupling 206 rotates, the other will rotate accordingly to achieve torque transmission. Conversely, "empty coupling," mentioned below, refers to a coupling where there is no "torsional resistance" effect between the two couplings, for example, achieved through a bearing structure. In this case, the two couplings can rotate independently, and there is no torque transmission process. To avoid redundancy, these two points will not be explained again below. By adopting the arrangement of "coupling" and "torsional coupling," the integration of the drive system is improved, and the radial space occupied by the drive system is reduced.

[0029] Reference Figures 1-4 In embodiments of this disclosure, the transmission assembly 2 may further include a first gear 209 formed on the planetary carrier 201 and loosely fitted onto the input shaft 205, and a second gear 210 fitted onto the output shaft 208 and meshing with the first gear 209. With this design, when the planetary carrier 201 rotates, it drives the first gear 209 to rotate, which in turn drives the second gear 210 to rotate, thereby causing the second gear 210 to drive the output shaft 208 to rotate and output power. In embodiments of this disclosure, the first gear 209 and the second gear 210 may be spur gears or helical gears. The second gear 210 may be loosely fitted onto the output shaft 208 or torsionally fitted, depending on the actual product gear requirements.

[0030] In embodiments of this disclosure, the planetary carrier 201 and the first gear 209 can be assembled as a single unit. Alternatively, in some other embodiments, the planetary carrier 201 and the first gear 209 can also be a single piece. By loosely fitting the first gear 209 onto the input shaft 205, the integration of the drive system can be further improved, and its occupied space size can be reduced.

[0031] Reference Figure 1 and Figure 2 In the embodiments of this disclosure, the input shaft 205 and the drive shaft 11 of the drive motor 1 can be coaxial. The output shaft 208 can be designed to be coaxial with the half-shaft 211 of the vehicle. This design can reduce the radial space occupied by the drive system, improve the integration of the drive system, and facilitate its placement in the vehicle. The input shaft 205 and the drive shaft 11 can be connected by a first coupling, and the output shaft 208 and the half-shaft 211 can be connected by a second coupling.

[0032] In embodiments of this disclosure, the transmission assembly 2 may further include a brake 212 for selectively locking a third party. This disclosure does not limit the specific structure of the brake 212, as long as it can selectively lock a third party (e.g., the gear ring 202). For example, in some embodiments, it may include a protrusion formed on the outer periphery of the gear ring 202, and a movable portion for selectively engaging with the protrusion. The movable portion is mounted on a fixed base (e.g., the transmission housing), and when the movable portion and the protrusion engage, the gear ring 202 can be locked.

[0033] In embodiments of this disclosure, the transmission assembly 2 may further include a transmission housing 213, and the brake 212 may be mounted on the transmission housing 213. This design allows the brake 212 to be directly mounted on the transmission housing 213 to achieve its locking function, i.e., locking the gear ring 202 to the transmission housing 213, without requiring an additional mounting location for the brake 212. This simplifies the drive system structure and improves its integration, facilitating its placement in a vehicle.

[0034] Reference Figure 1 and Figure 2 In the embodiments of this disclosure, the number of drive motors 1 and transmission assemblies 2 can each be two, and the two drive motors 1 can be independently connected to their respective transmission assemblies 2. This provides a dual-motor independent drive two-speed system suitable for front-wheel drive or rear-wheel drive electric vehicles, comprising left / right drive motors 1 and left / right transmission assemblies 2. The left / right two-speed shifting function is mainly achieved through the coordinated action of clutch 207, brake 212, and planetary gear set assembly. This dual-motor independent drive two-speed system can realize independent drive of the two motors and independent shifting of the left and right transmission systems, and the two-speed transmission structure is simple and has high space utilization.

[0035] Furthermore, in the embodiments of this disclosure, one set of drive motors 1 and transmission assemblies 2 can be arranged symmetrically with another set of drive motors 1 and transmission assemblies 2. This symmetrical arrangement is more conducive to reducing the size of the drive system and simplifying assembly.

[0036] Reference Figure 1 and Figure 2 In embodiments of this disclosure, the drive system may further include an electronic control module 4 that is signal-connected to the drive motor 1 and the transmission assembly 2. The electronic control module 4 enables control of the drive motor 1 and the transmission assembly 2, thereby allowing real-time adjustment of the drive system's output power.

[0037] This disclosure does not impose restrictions on the arrangement of the electronic control module 4, the drive motor 1, and the transmission assembly 2; they can be adapted to the actual conditions of the vehicle. The following will combine... Figure 1 and Figure 2Two layout methods are introduced, but this disclosure is not limited to these. Specifically: The first type (U-shaped): Reference Figure 1 In this embodiment, the electronic control module 4 may include an electronic control housing 41, the drive motor 1 may include a motor housing 12, and the transmission assembly 2 may include a transmission housing 213. The two motor housings 12 may be arranged adjacently and located between the two transmission housings 213. The two motor housings 12 and the two transmission housings 213 may together form a U-shaped structure with a receiving space 5, and the electronic control housing 41 may be arranged within the receiving space 5. Here, to improve the integration of the drive system, any two adjacent components of the electronic control housing 41, the two motor housings 12, and the two transmission housings 213 may be integrated into one unit.

[0038] The second type (T-shaped): Reference Figure 2 In this embodiment, the electronic control module 4 may include an electronic control housing 41, the drive motor 1 may include a motor housing 12, and the transmission assembly 2 may include a transmission housing 213. The two transmission housings 213 may be arranged adjacently and located between the two motor housings 12. The two motor housings 12 and the two transmission housings 213 may together form a T-shaped structure, with the electronic control housing 41 openly positioned on one side of the two transmission housings 213. Here, to improve the integration of the drive system, any two adjacent components of the electronic control housing 41, the two motor housings 12, and the two transmission housings 213 may be integrated into one unit.

[0039] In the embodiments of this disclosure, unless otherwise specified, the term "connection" refers to a transmission connection.

[0040] Having understood the basic structure of transmission assembly 2, to facilitate understanding of the technical solution, the following will combine... Figures 1-4 And Table 1 provides a detailed description of the operating gears of the drive system, specifically:

[0041] Table 1 First gear: by Figure 1 The implementation shown is an example, refer to Figure 1 and Figure 3When the left clutch 207 is not engaged with the left engagement piece 206 and the left brake 212 locks the left gear ring 202, the left transmission assembly 2 is in first gear. At this time, the left gear ring 202 is fixed to the left transmission housing 213 due to the engagement of the left brake 212. Power is transmitted from the left drive motor 1 through the left input shaft 205, through the left sun gear 203 and the left planet gear 204 to the left planet carrier 201, then through the left first gear 209 and the left second gear 210 to the left output shaft 208, and finally through the left half shaft 211 to the left drive wheel 3. At this time, the ratio of the rotational speed of the left sun gear 203 to the rotational speed of the left second gear 210 is the first gear ratio of the left transmission assembly 2. The right-side drive motor 1 and transmission assembly 2 operate in the same way as the left-side in first gear, which will not be elaborated here. At this time, the ratio of the rotational speed of the right-side sun gear 203 to the rotational speed of the right-side second gear 210 is the first gear ratio of the right-side transmission assembly 2. Similarly, when the left / right drive motors 1, left / right transmission assemblies 2, and left / right drive wheels 3 are arranged in a T-shape (…), Figure 2 The left and right motor drive assemblies still operate independently and do not affect each other.

[0042] Second gear: Taking the first implementation as an example, refer to Figure 1 and 4When the left clutch 207 is engaged with the left engagement member 206 and the left brake 212 does not lock the left gear ring 202, the left transmission assembly 2 is in second gear. Power is transmitted from the left drive motor 1 through the left input shaft 205, through the left engagement member 206 and the left planetary gear 204 to the left planet carrier 201, then through the left first gear 209 and the left second gear 210 to the left output shaft 208, and finally through the left half shaft 211 to the left drive wheel 3. At this time, the ratio of the speed of the left first gear 209 to the speed of the left second gear 210 is the transmission ratio of the left transmission assembly 2 in second gear. When the right clutch 207 is engaged with the right engagement member 206 and the right brake 212 does not lock the right gear ring 202, the right transmission assembly 2 is in second gear. Power is transmitted from the drive motor 1 on the right side through the input shaft 205 on the right side, through the coupling 206 on the right side and the planetary gear 204 on the right side to the planetary carrier 201 on the right side, then through the first gear 209 on the right side and the second gear 210 on the right side to the output shaft 208 on the right side, and finally through the half shaft 211 on the right side to the drive wheel 3 on the right side. At this time, the ratio of the speed of the first gear 209 on the right side to the speed of the second gear 210 on the right side is the second gear ratio of the transmission assembly 2 on the right side. Similarly, when the left / right drive motor 1, the left / right transmission assembly 2, and the left / right drive wheel 3 are arranged in a T-shape, the left and right motor drive assemblies still operate independently and do not affect each other.

[0043] P gear: Taking the first embodiment as an example, when the left clutch 207 is pressed and engaged with the left engagement piece 206, and the left brake 212 is pressed and locked with the left gear ring 202, the left input shaft 205 is fixedly connected to the left transmission housing 213 through the left engagement piece 206, the left clutch 207, the left gear ring 202, and the left brake 212, realizing the parking function of locking the left drive wheel 3 through the left input shaft 205; when the right clutch 207 is pressed and engaged with the right engagement piece 206, and the right brake 212 is pressed and locked with the right gear ring 202, the right input shaft 205 is fixedly connected to the right transmission housing 213 through the right engagement piece 206, the right clutch 207, the right gear ring 202, and the right brake 212, realizing the parking function of locking the right drive wheel 3 through the right input shaft 205. Similarly, when the left / right drive motor 1, the left / right transmission assembly 2, and the left / right drive wheel 3 are arranged in a T-shape, the left and right motor drive assemblies still operate independently and do not affect each other.

[0044] Reverse gear: When drive motor 1 rotates in the forward direction, gear 1 and gear 2 are forward first and forward second gears, respectively. When drive motor 1 rotates in the reverse direction, gear 1 and gear 2 are reverse first and reverse second gears, respectively. The transmission ratios of forward first gear and reverse first gear are the same, and the transmission ratios of forward second gear and reverse second gear are the same.

[0045] According to a second aspect of this disclosure, a vehicle is provided that includes the aforementioned drive system, the advantages of which will not be elaborated here.

[0046] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0047] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0048] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A drive system, characterized in that, The system includes a drive motor and a transmission assembly connected to the drive motor. The transmission assembly includes an input shaft, an output shaft, a sun gear, a ring gear, and a planet carrier with planet gears mounted on it. The planet gears are meshed between the ring gear and the sun gear. The planet carrier, the ring gear, and the sun gear are respectively connected to the input shaft, output power to the output shaft, and connected to the input shaft in a switchable manner, and the third party can be selectively locked.

2. The drive system according to claim 1, characterized in that, The first component is the sun gear, the second component is the planet carrier, and the third component is the gear ring. The rotation centers of the sun gear, the planet carrier, and the gear ring are coaxial with the input shaft.

3. The drive system according to claim 2, characterized in that, The transmission assembly includes a coupling member that is torsionally sleeved on the input shaft, and the gear ring is connected to the coupling member via a clutch.

4. The drive system according to claim 2, characterized in that, The transmission assembly also includes: A first gear, formed on the planetary carrier, and loosely fitted onto the input shaft; and The second gear is sleeved and connected to the output shaft and meshes with the first gear.

5. The drive system according to claim 1, characterized in that, The input shaft is coaxial with the drive shaft of the drive motor; the output shaft is designed to be coaxial with the half-shaft of the vehicle.

6. The drive system according to claim 1, characterized in that, The transmission assembly also includes a brake for selectively locking the third party.

7. The drive system according to claim 6, characterized in that, The transmission assembly also includes a transmission housing, and the brake is mounted in the transmission housing.

8. The drive system according to any one of claims 1-7, characterized in that, The number of drive motors and transmission assemblies are two each, with the two drive motors being independent of each other and respectively connected to the corresponding transmission assemblies.

9. The drive system according to claim 8, characterized in that, One set of the drive motors and the transmission assemblies are arranged symmetrically with another set of the drive motors and the transmission assemblies.

10. The drive system according to claim 9, characterized in that, It also includes an electronic control module that is signal-connected to the drive motor and the transmission assembly.

11. The drive system according to claim 10, characterized in that, The electronic control module includes an electronic control housing, the drive motor includes a motor housing, and the transmission assembly includes a transmission housing. The two motor housings are arranged adjacent to each other and are located between the two transmission housings. The two motor housings and the two transmission housings together form a U-shaped structure with a accommodating space, and the electrical control housing is arranged within the accommodating space.

12. The drive system according to claim 10, characterized in that, The electronic control module includes an electronic control housing, the drive motor includes a motor housing, and the transmission assembly includes a transmission housing. The two gearbox housings are arranged adjacent to each other and are located between the two motor housings. The two motor housings and the two gearbox housings together form a T-shaped structure, and the electronic control housing is arranged on one side of the two gearbox housings.

13. A vehicle, characterized in that, The drive system included in any one of claims 1-12.

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