Power assembly and vehicle

Abstract

The utility model discloses a power assembly and a vehicle, the power assembly comprises a driving motor, a speed reducer and a differential mechanism, 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 shaft and a second half shaft, the first half shaft and the second half shaft are both connected with an output gear of the differential mechanism, the differential mechanism is selectively locked through the locking clutch, and in the locking state, the first half shaft and the second half shaft synchronously rotate. 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 effectively enhanced, and in addition, the differential mechanism can be locked or unlocked. And the requirement for spatial arrangement adaptation of a power assembly, a brake chamber and the like can be met, and the arrangement space of the whole vehicle is optimized.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a power assembly and a vehicle. Background Art

[0002] As the electrification trend of commercial vehicles accelerates, the models equipped with electric drive axles are gradually expanded to heavy-duty commercial vehicles, especially heavy-duty commercial vehicle electric drive axles. Their working scenes and operating conditions are very complex, and they need to meet both the high torque requirements when climbing with full load and the high efficiency requirements when cruising at high speed. The electric drive axles in the prior art use a high-torque motor combined with a small number of reduction stages, resulting in high motor costs and poor cost-effectiveness. In addition, since medium and heavy-duty commercial vehicles are generally equipped with brake air chambers and leaf spring seats, the axial dimensions of the drive structure in the prior art are too large, which is not conducive to the space layout of the entire vehicle. Utility Model Content

[0003] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, one purpose of the utility model is to propose a powertrain that can realize the conversion of small torque of the drive motor into large torque output, so as to save production costs and increase service life, and the differential can be locked or unlocked to better adapt to different driving conditions and road conditions, effectively enhance the vehicle's passability and safety, and also meet the spatial layout adaptation requirements of the powertrain and the brake air chamber, etc., and optimize the layout space of the whole vehicle.

[0004] The utility model also provides a vehicle with the power assembly.

[0005] According to the powertrain of the first aspect of the present utility model, 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 suitable for outputting power to the axle, and the differential is provided with a locking clutch; wherein the axle includes a first half-shaft and a second half-shaft, the first half-shaft and the second half-shaft are both connected to the output gear of the differential, and the locking clutch can selectively lock the differential, and in the locked state, the first half-shaft and the second half-shaft rotate synchronously.

[0006] According to the powertrain of the utility model, through the arrangement of the drive motor, the reducer and the differential, the small torque of the drive motor can be converted into a large torque output, and the drive motor can be selected with a small torque model, which can save production costs and help to increase the service life. At the same time, since the differential can be locked or unlocked to better adapt to different driving conditions and road conditions, the vehicle's passability and safety can be effectively enhanced. In addition, it can also meet the powertrain and leaf spring seat and brake air chamber space layout adaptation requirements, and optimize the vehicle layout space.

[0007] According to some embodiments of the utility model, the reducer includes a first shaft and a second shaft which are parallel to the motor shaft and are arranged in sequence with the motor shaft, the motor shaft and the first shaft are connected to each other through a primary gear pair, the first shaft and the second shaft are connected to each other through a secondary gear pair, and the second shaft and the differential are connected to each other through a tertiary gear pair; wherein a plurality of shifting mechanisms are arranged on the first shaft, the secondary gear pair is constructed into at least three different gears, and each of the secondary gear pairs is engaged or disengaged with the first shaft through the shifting mechanism.

[0008] Furthermore, 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 loosely mounted on the first shaft, and are engaged or disengaged with the first shaft through the shifting mechanism, and the second-stage driven wheel of the second-stage gear pair is 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 multiple second-stage gear pairs are all loosely mounted on the second shaft, and are engaged or disengaged with the second shaft through the shifting mechanism.

[0010] According to some embodiments of the present invention, the primary driven wheel is arranged on a side of the plurality of secondary driving wheels that is axially away from the drive motor.

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

[0012] 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 spaced sequentially in the axial direction, and the shift mechanism includes a first shift mechanism and a second shift mechanism; wherein the first shift mechanism is arranged between the first gear pair and the second gear pair, and the second shift mechanism is arranged on one side of the third gear pair in the axial direction.

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

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

[0015] According to a vehicle of an embodiment of the second aspect of the utility model, the vehicle comprises: a 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, and in part will become apparent 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 easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0018] Figure 1 It is a schematic diagram of a powertrain according to some embodiments of the utility model.

[0019] Reference numerals:

[0020] Powertrain 1;

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

[0022] Driving motor 11;

[0023] A primary driving wheel 1211 and a primary driven wheel 1212;

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

[0025] The second gear secondary driving wheel 1231, the second gear secondary driven wheel 1232;

[0026] The third gear secondary driving wheel 1241, the third gear secondary driven wheel 1242;

[0027] A third-stage driving wheel 1251 and a third-stage driven wheel 1252;

[0028] A first shift mechanism 1261, a second shift mechanism 1262;

[0029] Differential 13;

[0030] The lock-up clutch 14 is engaged. DETAILED DESCRIPTION

[0031] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0032] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as those commonly understood by technicians in the technical field of this application; 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" in the specification and claims of this application and the above-mentioned drawings and any variations thereof are intended to cover non-exclusive inclusions. The terms "first", "second", etc. in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary and secondary relationship.

[0033] Reference to "embodiment" in this application means that a particular feature, structure, or characteristic described in conjunction with the embodiment may be included in at least one embodiment of the present application. The appearance of the phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is 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", "connected", and "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 a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0035] The term "and / or" 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 at the same time, and B exists alone. In addition, the character " / " in this application generally indicates that the associated objects before and after are in an "or" relationship.

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

[0037] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0038] In the description of the present invention, a first feature being “above” or “below” a second feature may include that the first and second features are directly in contact with each other, or may include that the first and second features are not in direct contact but are in contact with each other via another feature therebetween.

[0039] In the description of the present invention, a first feature “above”, “over” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

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

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

[0042] Reference below Figure 1 A powertrain 1 and a vehicle according to an embodiment of the present invention are described.

[0043] According to the power assembly 1 of the first embodiment of the utility model, the power assembly 1 includes: a drive motor 11 , a reducer and a differential 13 .

[0044] Among them, the driving 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 suitable for outputting power to the axle, and 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 the first half-shaft e1 and the second half-shaft e2 are both connected to the output gear of the differential 13, and 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.

[0045] Specifically, the drive motor 11 is used to provide power and output it through the motor shaft b. The motor shaft b is connected to the input end of the reducer, so that the high-speed drive motor 11 can be output to the low-speed and high-torque conversion at the output end of the reducer. The output end of the reducer is connected to the differential 13, so that the low-speed and high-torque power converted by the reducer can be output to the axle, thereby meeting the high torque demand of the wheels when the vehicle climbs a slope and improving 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 suitable for being connected to the left and right wheels of the vehicle, and the differential 13 has a differential function, allowing the left and right wheels of the vehicle to be connected in scenes such as turning. The side wheels can rotate at different speeds to improve the vehicle's handling and driving stability. The differential 13 is provided with a locking clutch 14. When 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 wheels rotate synchronously. The locking clutch 14 can selectively lock the differential 13 according to the vehicle's operating conditions. For example, when one side of the vehicle's wheels slips, the locking clutch 14 can lock the differential 13, so that the left and right wheels rotate synchronously to get out of trouble, or under specific road conditions (such as off-road or slippery roads), the locking clutch 14 locks the differential 13 to improve the vehicle's traction and stability.

[0046] It should be pointed out that the drive motor 11 and the differential 13 are respectively arranged at the input and output ends of the reducer, so that the differential 13, the reducer, and the drive motor 11 can be arranged in sequence in the direction away from the axle. It can be understood that the drive motor 11 is arranged at the outermost periphery, the differential 13 is connected to the axle, and the reducer can be located at a position farther away from the axle than the differential 13, so as not to cause the axial dimension of the axle to increase, and at the same time ensure that there is a suitable spacing between the drive motor 11 and the axle, thereby meeting the spatial layout adaptation requirements of the powertrain 1 and the leaf spring seat and the brake air chamber, which is conducive to optimizing the layout space of the entire vehicle.

[0047] Since medium and heavy commercial vehicles are generally provided 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 spatial arrangement of the entire vehicle.

[0048] According to the power assembly 1 of the utility model, through the arrangement of the drive motor 11, the speed reducer and the differential 13, the small torque of the drive motor 11 can be converted into a large torque output, and the drive motor 11 can be selected as a small torque model, so that 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 vehicle's passability and safety can be effectively enhanced. In addition, the power assembly 1 can also meet the spatial arrangement adaptation requirements of the leaf spring seat and the brake air chamber, and optimize the layout space of the whole vehicle.

[0049] According to some embodiments of the present invention, the reducer includes a first shaft c and a second shaft d which are parallel to the motor shaft b and are spaced apart from the motor shaft b in sequence.

[0050] Among them, the motor shaft b is connected to the first shaft c through a primary gear pair, the first shaft c is connected to the second shaft d through a secondary gear pair, and the second shaft d is connected to the differential 13 through a tertiary gear pair; a plurality of shifting mechanisms are arranged on the first shaft c, and the secondary gear pair is constructed into at least three different gears, and each secondary gear pair is engaged or disengaged with the first shaft c through the shifting mechanism.

[0051] 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, and multi-stage deceleration can be achieved through the corresponding primary gear pair, secondary gear pair and tertiary gear pair, which helps to obtain a larger torque output from the drive motor 11 to meet the driving requirements of the vehicle; there are at least three secondary gear pairs connecting the first shaft c and the second shaft d, and the transmission ratios of the multiple secondary gear pairs are different. Each secondary gear pair can be engaged or disengaged with the first shaft c through a shifting mechanism, so that the powertrain 1 can have at least three gear transmission modes, which can meet the gear requirements of the whole vehicle under different working conditions.

[0052] Further, the power transmission routes of the three-speed transmission mode are respectively: when the shift mechanism engages the first secondary gear pair with the first shaft c, the output is the first gear speed, when the shift mechanism engages the second secondary gear pair with the first shaft c, the output is the second gear speed, and when the shift mechanism engages the third secondary gear pair with the first shaft c, the output is the third gear speed, thereby achieving 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 of locking and unlocking, corresponding to the first semi-shaft e1 and the second semi-shaft e2 being synchronously rotated or differentially rotated, therefore, in fact, including the differential rotation of the first semi-shaft e1 and the second semi-shaft e2, the power assembly 1 in the utility model has at least six gear transmission modes.

[0053] It should be pointed out that the motor shaft b is the power output shaft. Since it can directly reach the axle where the differential 13 is located through the three-level gear pair, the power can be transmitted to the differential 13 through only two transmission shafts (the first shaft c and the second shaft d). The number of transmission levels is small, the cantilever of the powertrain 1 can be shortened, the eccentric load can be reduced, and the risk of oil leakage can be reduced. At the same time, the layout space of the whole vehicle can also be increased. For example, in the related art, the cantilever length of the powertrain 1 reaches 804mm, which causes the bridge housing to be subjected to large forces and is easily damaged by collisions. There is a high risk of oil leakage, which endangers the safety of the whole vehicle. After actual vehicle case inspection, the cantilever length of the powertrain 1 in the utility model can be optimized and shortened to 378mm.

[0054] In addition, since the first axis c and the second axis d are provided, the arrangement of the gear pair is convenient, and the space occupied by the gear pair in the axial direction can be saved, so that the power assembly 1 in the utility model has a compact structure, thereby reducing the axial length, thus avoiding interference with the surrounding brake air chamber, optimizing the space layout of the whole vehicle, and improving the compatibility with different models. According to the actual vehicle case test, the axial size of the power assembly 1 in the utility model can be optimized to 637mm.

[0055] According to some embodiments of the utility model, 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 multiple second-stage gear pairs are all loosely mounted on the first shaft c, and are engaged or disengaged with the first shaft c through a shifting mechanism, and the second-stage driven wheel of the second-stage gear pair is fixedly connected to the second shaft d.

[0056] Specifically, each gear pair includes a driving wheel and a driven wheel. In terms of specific layout, a primary driving wheel 1211 is provided on the motor shaft b, and a primary driven wheel 1212 is provided on the second shaft d. The primary driving wheel 1211 meshes with the primary driven wheel 1212 to transmit power from the motor shaft b to the first shaft c; a plurality of secondary driving wheels spaced along the axial direction are provided on the first shaft c, each of which is hollowly sleeved on the first shaft c, and a plurality of shifting mechanisms are also provided on the first shaft c, and each secondary driving wheel can be shifted by The shift mechanism engages or disengages with the first shaft c, and the second shaft d is provided with secondary driven wheels corresponding to multiple secondary driving wheels one by one. When a certain secondary driving wheel is engaged with the first shaft c through the shift mechanism, the secondary driven wheel corresponding to the secondary driving wheel transmits power to the second shaft d; a tertiary driving wheel 1251 is also provided on the second shaft d, and the tertiary driven wheel 1252 is connected with 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.

[0057] Through the cooperation of multiple shifting mechanisms and different secondary driving wheels, multi-gear rapid switching can be achieved, providing a variety of transmission ratio options, which can improve the adaptability and driving flexibility of the powertrain 1 and optimize the performance and efficiency of the vehicle at different speeds and loads.

[0058] According to some embodiments of the utility model, 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 multiple second-stage gear pairs are all empty sleeves on the second shaft d, and are engaged or disengaged with the second shaft d through a shifting mechanism.

[0059] Specifically, in some embodiments, the shift mechanism can also cooperate with the secondary driven wheel to achieve gear switching. Specifically, the first shaft c is provided with a plurality of secondary driving wheels spaced along the axial direction, and the second shaft d is provided with secondary driven wheels corresponding to the plurality of secondary driving wheels one by one, and the secondary driven wheels are all sleeved on the second shaft d, and are engaged or separated with the second shaft d through the shift mechanism. Similarly, when a certain secondary driven wheel is engaged with the second shaft d through the shift mechanism, the secondary driven wheel meshes with the corresponding secondary driving wheel to transfer power from the first shaft c to the second shaft d, and then through the third driving wheel 1251 and the third driven wheel 1252, the power can be transferred from the second shaft d to the differential 13, thereby achieving synchronous rotation or differential rotation of the first semi-shaft e1 and the second semi-shaft e2.

[0060] Similarly, by cooperating with multiple shift mechanisms and different secondary driven wheels, rapid switching of multiple gears can be achieved, providing a variety of transmission ratio options, which can improve the adaptability and driving flexibility of the powertrain 1 and optimize the performance and efficiency of the vehicle at different speeds and loads.

[0061] According to some embodiments of the present invention, the primary driven wheel 1212 is disposed on a side of the plurality of secondary driving wheels that is axially away from the drive motor 11 .

[0062] Specifically, the motor shaft b of the drive motor 11 is arranged in sequence and in parallel with the first shaft c and the second shaft d, and a plurality of secondary driving wheels and shifting mechanism components are arranged on the first shaft c. In order to save layout space, the primary driving wheel 1211 can be arranged at the end of the motor shaft b that is axially away from the drive motor 11. At the same time, the corresponding primary driven wheel 1212 is arranged on the side of the plurality of secondary driving wheels that are axially away from the drive motor 11, so that an avoidance space is formed between the primary driving wheel 1211 and the drive motor 11 to avoid the plurality of secondary driving wheels and shifting mechanism components on the first shaft c, thereby improving the compactness of the structure of the powertrain 1, reducing the axial size and cantilever length, and being conducive to improving space utilization, safety and life.

[0063] According to some embodiments of the present invention, the tertiary driving wheel 1251 and the secondary driven wheels of the plurality of secondary gear pairs are both disposed on the second shaft d, and the tertiary driving wheel 1251 is located between two adjacent secondary driven wheels.

[0064] Specifically, multiple secondary driven wheels are arranged axially at intervals on the second axis d, and the tertiary driving wheel 1251 can be arranged between two adjacent secondary driven wheels, so that the tertiary driving wheel 1251 is located in the middle of the multiple secondary driven wheels. Exemplarily, when the number of secondary driven wheels is three, the tertiary driving wheel 1251 is arranged between any two adjacent secondary driven wheels, and when the number of secondary driven wheels is four, the tertiary driving wheel 1251 is arranged in the middle of the four secondary driven wheels, that is, two secondary driven wheels are arranged on each side of the tertiary driving wheel 1251 in the axial direction. The tertiary driving wheel 1251 and the tertiary driven wheel 1252 are connected between the second shaft d and the differential 13. The tertiary driving wheel 1251, the tertiary driven wheel 1252 and the differential 13 are arranged roughly along the same straight line in the transmission direction. Therefore, locating the tertiary driving wheel 1251 in the center of multiple secondary driven wheels is conducive to adapting to the differential 13 arranged in the center of the axle, reducing the axial size, preventing interference with the surrounding brake air chambers, and optimizing the space layout of the entire vehicle.

[0065] It should be pointed out that the compact layout of the three-stage driving wheel 1251 and the two-stage driven wheel also contributes to uniform load distribution between the gears, thereby extending the service life of the gears and improving the reliability of the powertrain 1.

[0066] 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 in the axial direction, and the shift mechanism includes a first shift mechanism 1261 and a second shift mechanism 1262;

[0067] The first shift mechanism 1261 is disposed between the first gear pair and the second gear pair, and the second shift mechanism 1261 is disposed on one side of the third gear pair in the axial direction.

[0068] Specifically, the secondary gear pair can be constructed into three, namely, the first gear pair, the second gear pair and the third gear pair, which can be arranged in sequence in the axial direction away from the primary driven wheel 1212, and 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 gear secondary driving wheel 1221 and a first gear secondary driven wheel 1222, the second gear pair includes a second gear secondary driving wheel 1231 and a second gear secondary driven wheel 1232, and the third gear pair includes a third gear secondary driving wheel 1241 and a third gear secondary driven wheel 1242.

[0069] 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 of the secondary driving wheel being loosely sleeved on the first shaft c) or the second shaft d (corresponding to the arrangement of the secondary driven wheel being loosely sleeved on the second shaft d) to realize the first gear transmission or the second gear transmission, wherein the first shifting mechanism 1261 is arranged between the first gear pair and the second gear pair. On the one hand, the first gear pair can be separated from the second gear pair to ensure working safety; on the other hand, the first shifting mechanism 1261 can easily and quickly cooperate with the first gear pair or the second gear pair to improve the gear shifting response speed;

[0070] In this embodiment, the second shift mechanism 1262 is used to control the engagement or disengagement between the third gear pair and the first shaft c (corresponding to the layout of the secondary driving wheel being loosely sleeved on the first shaft c) or the second shaft d (corresponding to the layout of the secondary driven wheel being loosely sleeved on the second shaft d). The second shift mechanism 1262 can be arranged on one side of the third gear pair in the axial direction. Preferably, the second shift mechanism 1262 is arranged on the side of the third gear pair in the axial direction away from the first gear pair, the second gear pair and the primary driven wheel 1212. On the one hand, the three secondary gear pairs and the two shift structures are arranged reasonably, which can improve the uniformity of load distribution on 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, the second shift mechanism 1262 and the first shift mechanism 1261 can be protected from interfering with each other, which can improve the working reliability and safety of the second shift mechanism 1262 and the first shift mechanism 1261.

[0071] In addition, in some specific embodiments of the present invention, the powertrain 1 also includes a shift controller, which is electrically connected to the first shift mechanism 1261 and the second shift mechanism 1262 to selectively control the operation of the first shift mechanism 1261 or the second shift mechanism 1262. The shift controller can increase the convenience and accuracy of gear control.

[0072] It should be noted that the above is only an example of an embodiment, and the specific transmission ratio, gear size and layout method 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 gears of the powertrain 1 may also be four gears, five gears, or more gears. More gears can be achieved by adding gear driving wheels and corresponding gear driven wheels in parallel, as well as synchronous components such as transmission shafts.

[0073] According to some embodiments of the present invention, the differential 13 and the locking clutch 14 are constructed as an integral part.

[0074] Specifically, the locking clutch 14 and the differential 13 can be constructed as an integral part. By constructing the differential 13 and the locking clutch 14 as an integral part, the compactness of the structure can be improved, the volume can be optimized, and the space occupied by the differential 13 and the locking clutch 14 can be saved, which is beneficial to the vehicle space layout. At the same time, the number of multiple connectors and housings can be reduced, thereby achieving weight reduction and cost reduction, which helps to improve the energy efficiency of the entire vehicle.

[0075] According to some embodiments of the present invention, the drive motor 11 and the reducer are arranged in a common housing of the powertrain 1 .

[0076] Specifically, the drive motor 11 and the reducer are integrated and installed in a common, unified powertrain 1 housing, which can save space, make the overall size of the powertrain 1 small, and improve the installation and layout adaptability of the powertrain 1 and the brake air chamber in the limited space of the electric drive axle; by arranging the drive motor 11 and the reducer in a common powertrain 1 housing, the energy conversion between the drive motor 11 and the reducer is more direct, and the energy loss in the transmission process can be reduced, thereby improving the transmission efficiency; in addition, it can also reduce costs and weight and improve energy efficiency.

[0077] In addition, in some specific embodiments of the present utility model, 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 component integration and working reliability.

[0078] According to the power assembly 1 of the utility model, the specific transmission routes of different gears are as follows: first gear: drive motor 11→motor shaft b→first gear pair→first shaft c→first shift mechanism 1261→first gear pair→second shaft d→third gear pair→differential 13→first semi-shaft e1 and second semi-shaft e2 (when the differential 13 is locked, the first semi-shaft e1 and the second semi-shaft e2 rotate synchronously, and when the differential 13 is unlocked, the first semi-shaft e1 and the second semi-shaft e2 rotate differentially); second gear: drive motor 11→motor shaft b→first gear pair→first shaft c→first shift mechanism 1261→second gear pair→second shaft d→third gear pair 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 second half-shaft e2 rotate synchronously; when the differential 13 is unlocked, the first half-shaft e1 and second half-shaft e2 rotate differentially); third gear: drive motor 11 → motor shaft b → first-stage gear pair → first shaft c → second shift mechanism 1262 → third-speed 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 second half-shaft e2 rotate synchronously; when the differential 13 is unlocked, the first half-shaft e1 and second half-shaft e2 rotate differentially).

[0079] According to the vehicle of the second aspect of the utility model, the vehicle includes: the power assembly 1 described in any one of the above embodiments, and the technical effects produced are consistent with those in the above embodiments, which will not be repeated here.

[0080] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0081] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that 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), wherein the first half-shaft (e1) and the second half-shaft (e2) are both connected to an output gear of a differential (13), and 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.

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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