Electric drive automobile transmission system based on face gear pair and automobile

Abstract

The utility model discloses an electrically-driven automobile transmission system based on a face gear pair and an automobile, which comprise a driving device, the driving end of the driving device is connected with an input shaft through a coupler, and the end part of the input shaft is provided with a cylindrical gear; the face gear differential mechanism is connected with the cylindrical gear through a straight gear, the face gear differential mechanism comprises a differential mechanism shell, a face gear and a planetary cylindrical gear shaft are arranged in the differential mechanism shell, the face gear is matched with the planetary cylindrical gear shaft, and a left half shaft and a right half shaft are arranged on the two opposite sides of the planetary cylindrical gear shaft; the nutation face gear transmission assembly is installed on the left half shaft and the right half shaft, and an output shaft is arranged at the end of the nutation face gear transmission assembly. The face gear differential mechanism is driven by the driving device to drive the two nutation face gear transmission assemblies to operate, and a great transmission ratio can be provided; meanwhile, due to the adoption of the nutation face gear transmission assembly, the reliability of a transmission system is improved, the problems of noise and vibration are finally solved, and the riding comfort and safety are improved.

Description

Technical Field

[0001] The utility model belongs to the technical field of automotive rear axle drive, and particularly relates to an electric drive automotive transmission system and an automobile based on face gear pairs. Background Technique

[0002] With the global emphasis on environmental protection and sustainable development, new energy vehicles, especially electric vehicles, are gradually becoming the mainstream trend in the automotive industry. The drive assembly of current electric vehicles usually includes a motor, a reducer, and a differential. The motor provides the initial power required for vehicle driving. The reducer is connected to the motor to transmit the power output by the motor to the drive half shafts, while reducing the speed and increasing the torque. The differential distributes the power transmitted by the drive half shafts to the left and right half shafts as needed, and finally drives the electric vehicle to run.

[0003] High-performance electric drive vehicles require high-speed motors as the basis. After the speed is increased, the volume of the motor can be significantly reduced, thereby achieving the effect of high power density. At the same time, this poses challenges to the transmission system. The higher the output speed of the motor, the greater the transmission ratio required for the transmission system. New energy vehicles have strict requirements for the vehicle weight and space layout, which directly affect the vehicle's endurance and driving experience. How to achieve the lightweight and miniaturization of the transmission system while ensuring a large transmission ratio is the focus of current technological research.

[0004] For the reducers of current electric vehicles, on the one hand, traditional parallel-axis reducers or planetary reducers are usually adopted. When a relatively large transmission ratio is required for the vehicle, the traditional approach is often to increase the number of stages of the reducer or adjust the parameters of the reduction gears, which will lead to an increase in the volume of the reducer, further exacerbate the occupation of the vehicle interior space by the automotive drive assembly, and increase the overall weight. On the other hand, the differential is connected to the reducer through a drive shaft arranged longitudinally along the vehicle body (the traditional differential is a bevel gear differential), which will further increase the occupation of the vehicle space and the weight will be further increased, which is not conducive to the lightweight design of electric vehicles and the effective utilization of space.

[0005] In addition, during the driving process of the vehicle, whether it is the multiple gear pairs in the parallel-axis reducer or the planetary reducer, or the bevel gear pairs in the bevel gear differential, there are problems of noise and vibration caused by factors such as gear meshing, machining accuracy, and installation errors, which affect the ride comfort and safety. Summary of the Utility Model

[0006] The purpose of the utility model is to solve the problems in the prior art, and provides an electric drive automotive transmission system and an automobile based on face gear pairs.

[0007] In order to achieve the above purpose, the utility model adopts the following technical solutions to implement:

[0008] In a first aspect, an electric vehicle transmission system based on a face gear pair is provided, including:

[0009] A driving device, the driving end of which is connected to an input shaft through a coupling, and a cylindrical gear is installed at the end of the input shaft;

[0010] A face gear differential, which is connected to the cylindrical gear through a spur gear. The face gear differential includes a differential housing. A face gear and a planetary cylindrical gear shaft are arranged in the differential housing. The face gear and the planetary cylindrical gear shaft cooperate with each other. A left half shaft and a right half shaft are arranged on opposite sides of the planetary cylindrical gear shaft;

[0011] A nutating face gear transmission assembly is installed on the left half shaft and the right half shaft, and an output shaft is arranged at the end of the nutating face gear transmission assembly.

[0012] Further, there are two nutating face gear transmission assemblies, and the output shaft includes a first output shaft and a second output shaft;

[0013] One end of one of the nutating face gear transmission assemblies is connected to the left half shaft, and the other end is connected to the first output shaft;

[0014] One end of the other nutating face gear transmission assembly is connected to the right half shaft, and the other end is connected to the second output shaft.

[0015] Further, the nutating face gear transmission assembly is connected to the left half shaft through a transmission shaft.

[0016] Further, the nutating face gear transmission assembly includes a reducer housing. Rotating face gears and fixed face gears are arranged on opposite sides in the reducer housing. Planetary face gears are meshed between the rotating face gears and the fixed face gears;

[0017] The fixed face gear is connected to the transmission shaft, and the transmission shaft is connected to the planetary cylindrical gear shaft through the left half shaft.

[0018] Further, the rotating face gear, the planetary face gear and the fixed face gear are connected through a transmission shaft;

[0019] The transmission shaft has a horizontal end and an inclined end. The horizontal end of the transmission shaft is connected to the left half shaft, and the inclined end of the transmission shaft is connected to the planetary face gear;

[0020] When the transmission shaft rotates, the inclined end of the transmission shaft drives the planetary face gear to perform nutating motion.

[0021] Further, the planetary face gear is installed on the inclined end of the transmission shaft through a bearing.

[0022] Further, there is an axial inclination between the rotating face gear, the planetary face gear, and the fixed face gear.

[0023] Further, an end cover is provided at the end of the reducer housing.

[0024] Further, the face gear includes a first face gear and a second face gear. The first face gear and the second face gear are located on opposite sides of the planetary cylindrical gear shaft and are both engaged with the planetary cylindrical gear shaft.

[0025] In a second aspect, a vehicle is provided, including an electric vehicle and a hybrid vehicle. The electric vehicle and the hybrid vehicle are equipped with the transmission system as described above.

[0026] Compared with the prior art, the present utility model has the following beneficial effects:

[0027] 1. In this transmission system, the driving device is used to drive the face gear differential to drive the two nutating face gear transmission components to operate, which can provide a large transmission ratio. At the same time, since the nutating face gear transmission components are used to replace the traditional multi-stage gear reduction device, the required transmission ratio of the vehicle transmission system can be met with fewer gear pairs, realizing the lightweight design requirement, significantly improving the load-bearing capacity, reducing the manufacturing cost, improving the reliability of the transmission system, ultimately solving the problems of noise and vibration, and enhancing the comfort and safety of riding.

[0028] 2. By driving the output shafts on the left and right sides respectively through two independent nutating face gear transmission components, precise distribution and adjustment of power transmission can be achieved, which helps to improve the performance of the overall power system.

[0029] 3. Using the drive shaft as a connecting piece can ensure a stable and reliable connection between the nutating face gear transmission component and the left half shaft. The drive shaft usually has high rigidity and strength and can withstand large torques and forces, thus ensuring the stability during power transmission, reducing the energy loss during power transmission, and improving the transmission efficiency.

[0030] 4. Through the meshing of the planetary face gear between the rotating face gear and the fixed face gear, effective power transmission and deceleration are achieved, which has the advantages of a large transmission ratio, high transmission efficiency, and a compact structure, and can meet the transmission requirements under various complex working conditions. At the same time, the rotating face gear, the fixed face gear, and the planetary face gear are integrated in the reducer housing, making the entire transmission component structure compact and occupying a small space, which is particularly important for mechanical equipment with limited space, helping to optimize the overall layout and improve the space utilization rate.

[0031] 5. The inclined end design of the transmission shaft enables it to be connected to the planetary face gear at a non-vertical angle. Thus, when the transmission shaft rotates, it can drive the planetary face gear to perform nutation motion (i.e., while the planetary face gear maintains its self-rotation, it also makes small swings or rotations around a certain center point). This nutation transmission method can provide a more complex transmission path and higher transmission flexibility. Additionally, the nutation motion helps reduce the direct impact and friction between gears, thereby improving the transmission accuracy and stability. At the same time, since the planetary face gear can distribute the load more evenly during nutation, it can also improve the load-bearing capacity and service life of the entire transmission assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as limiting the scope. For those of ordinary skill in the art, without creative efforts, other related drawings can also be obtained based on these drawings.

[0033] Figure 1 FIG. is an overall sectional view of the electric drive vehicle transmission system based on face gear pairs provided by the present invention;

[0034] Figure 2 FIG. is a transmission principle diagram of the nutating face gear transmission assembly in the electric drive vehicle transmission system based on face gear pairs provided by the present invention;

[0035] Figure 3 FIG. is a sectional view of the face gear differential in the electric drive vehicle transmission system based on face gear pairs provided by the present invention;

[0036] Figure 4 FIG. is a structural diagram of the nutating face gear transmission in the electric drive vehicle transmission system based on face gear pairs provided by the present invention;

[0037] Figures 5 - 7 FIG. is a schematic diagram of the basic principle of the nutation process of the electric drive vehicle transmission system based on face gear pairs provided by the present invention;

[0038] Wherein: 1. Driving device; 2. First coupling; 3. Input shaft; 4. Cylindrical gear; 5. Axle housing; 6. Second coupling; 7. Reducer housing; 8. End cover; 9. First output shaft; 10. Flange; 11. Rotating face gear; 12. Planetary face gear; 13. Fixed face gear; 14. Transmission shaft; 15. Left half shaft; 16. First face gear; 17. Differential housing; 18. Planetary cylindrical gear shaft; 19. Straight gear; 20. Second face gear; 21. Right half shaft; 22. Face gear differential; 23. Nutating face gear transmission assembly. Detailed implementation mode

[0039] To make the objectives, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are some but not all of the embodiments of the present utility model. Components of the embodiments of the present utility model usually described and illustrated in the accompanying drawings here can be arranged and designed in various different configurations.

[0040] Therefore, the following detailed description of the embodiments of the present utility model provided in the accompanying drawings is not intended to limit the scope of the claimed present utility model, but merely represents selected embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts fall within the scope of protection of the present utility model.

[0041] It should be noted that: similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0042] In the description of the embodiments of the present utility model, it should be noted that if terms such as "upper", "lower", "horizontal", "inner", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, or the orientations or positional relationships in which the inventive product is habitually placed during use, it is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be construed as a limitation of the present utility model. In addition, terms such as "first", "second", etc. are only used for descriptive distinction and cannot be construed as indicating or implying relative importance.

[0043] In addition, if the term "horizontal" appears, it does not mean that the component is required to be absolutely horizontal, but it can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but it can be slightly inclined.

[0044] In the description of the embodiments of the present utility model, it should also be noted that unless otherwise clearly specified and limited, if terms such as "set", "installed", "connected", "connected" are understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific circumstances.

[0045] With the global emphasis on environmental protection and sustainable development, new energy vehicles, especially electric vehicles, are gradually becoming the mainstream trend in the automotive industry. The drive assembly of current electric vehicles usually includes an electric motor, a reducer, and a differential. The electric motor provides the initial power required for vehicle driving. The reducer is connected to the electric motor to transmit the power output by the electric motor to the drive half shafts, while reducing the speed and increasing the torque. The differential distributes the power transmitted by the drive half shafts to the left and right half shafts as needed, ultimately driving the electric vehicle to move forward.

[0046] High-performance electric drive vehicles require high-speed electric motors as a basis. After the speed is increased, the volume of the electric motor can be significantly reduced, thus achieving the effect of high power density. At the same time, this poses challenges to the transmission system. The higher the output speed of the electric motor, the larger the transmission ratio required for the transmission system. New energy vehicles have strict requirements for the vehicle weight and space layout, which directly affect the vehicle's endurance and driving experience. How to achieve the lightweight and miniaturization of the transmission system while ensuring a large transmission ratio is the focus of current technological research.

[0047] The current reducers of electric vehicles, on the one hand, usually adopt traditional parallel-axis reducers or planetary reducers. When a relatively large transmission ratio is required for the vehicle, the traditional approach is often to increase the number of stages of the reducer or adjust the parameters of the reduction gears, which will lead to an increase in the volume of the reducer, further exacerbating the occupation of the vehicle interior space by the vehicle drive assembly and increasing the overall weight. On the other hand, the differential is connected to the reducer through a drive shaft arranged longitudinally along the vehicle body (the traditional differential is a bevel gear differential), which will further increase the occupation of the vehicle space and the weight will be further increased, which is not conducive to the lightweight design of electric vehicles and the effective utilization of space.

[0048] In addition, during the vehicle driving process, whether it is the multiple pairs of gear pairs in the parallel-axis reducer or the planetary reducer, or the bevel gear pairs in the bevel gear differential, there are noise and vibration problems caused by factors such as gear meshing, machining accuracy, and installation errors, which affect the ride comfort and safety.

[0049] To solve the above technical deficiencies, the inventor provides an electric drive vehicle transmission system and vehicle based on face gear pairs.

[0050] The following will be a detailed description of this embodiment with reference to the accompanying drawings.

[0051] As Figures 1 - 7As shown in the figure, in the first aspect of this embodiment, a power transmission system for an electric vehicle based on a face gear pair is provided. The system includes a driving device 1. The coupling includes a first coupling 2 and a second coupling 6. The driving end of the driving device 1 is connected to an input shaft 3 through the first coupling 2. A cylindrical gear 4 is installed at the end of the input shaft 3. A face gear differential 22 is connected to the cylindrical gear 4 through a spur gear 19. The face gear differential 22 includes a differential housing 17. The differential housing 17 contacts the cylindrical gear 4. A face gear and a planetary cylindrical gear shaft 18 are provided in the differential housing 17. The face gear and the planetary cylindrical gear shaft 18 cooperate. Specifically, the face gear includes a first face gear 16 and a second face gear 20. The first face gear 16 and the second face gear 20 are located on opposite sides of the planetary cylindrical gear shaft 18 and both cooperate with the planetary cylindrical gear shaft 18. Left and right half shafts 15 and 21 are provided on opposite sides of the planetary cylindrical gear shaft 18. A nutating face gear transmission assembly 23 is installed on the left and right half shafts 15 and 21. An output shaft is provided at the end of the nutating face gear transmission assembly 23. In this power transmission system, the driving device 1 is used to drive the face gear differential 22 to drive the two nutating face gear transmission assemblies 23 to operate, which can provide a large transmission ratio. At the same time, since the nutating face gear transmission assembly 23 is used to replace the traditional multi-stage gear reduction device, the transmission ratio required by the vehicle power transmission system can be satisfied with fewer gear pairs, realizing the lightweight design requirement, significantly improving the load-bearing capacity, reducing the manufacturing cost, improving the reliability of the power transmission system, and finally solving the problems of noise and vibration, and improving the comfort and safety of riding. As Figure 1 shown, there are two nutating face gear transmission assemblies 23. The output shaft includes a first output shaft 9 and a second output shaft. One end of one nutating face gear transmission assembly 23 is connected to the left half shaft 15, and the other end is connected to the first output shaft 9. One end of the other nutating face gear transmission assembly 23 is connected to the right half shaft 21, and the other end is connected to the second output shaft. By using the two independent nutating face gear transmission assemblies 23 to drive the output shafts on the left and right sides respectively, precise distribution and adjustment of power transmission can be achieved, which helps to improve the performance of the overall power system. Further, the nutating face gear transmission assembly 23 is connected to the left half shaft 15 through a transmission shaft 14. At the same time, the nutating face gear transmission assembly 23 is also connected to the right half shaft 21 through the transmission shaft 14.

[0052] As Figure 1 and Figure 4As shown, the nutating face gear transmission assembly 23 includes a reducer housing 7. On opposite sides inside the reducer housing 7, there are a rotating face gear 11 and a fixed face gear 13. A planetary face gear 12 is meshed between the rotating face gear 11 and the fixed face gear 13. The fixed face gear 13 is connected to a transmission shaft 14. The transmission shaft 14 is connected to a planetary cylindrical gear shaft 18 through a left half shaft 15. Moreover, the rotating face gear 11, the planetary face gear 12, and the fixed face gear 13 are connected through the transmission shaft 14. The transmission shaft 14 has a horizontal end and an inclined end. Among them, the horizontal end of the transmission shaft 14 is connected to the left half shaft 15, and the inclined end of the transmission shaft 14 is connected to the planetary face gear 12. When the transmission shaft 14 rotates, the inclined end of the transmission shaft 14 drives the planetary face gear 12 to perform nutating motion. Since the planetary face gear 12 is installed on the inclined end of the transmission shaft 14 through a bearing, the rotating face gear 11, the planetary face gear 12, and the fixed face gear 13 are axially inclined. Through the meshing of the rotating face gear 11 with the fixed face gear 13 and the planetary face gear 12, the effective transmission and reduction of power are achieved, which has the advantages of a large transmission ratio, high transmission efficiency, and compact structure, and can meet the transmission requirements under various complex working conditions. At the same time, the rotating face gear 11, the fixed face gear 13, and the planetary face gear 12 are integrated inside the reducer housing 7, making the entire transmission assembly structure compact and occupying a small space, which is particularly important for mechanical equipment with limited space, helps to optimize the overall layout, and improves the space utilization rate.

[0053] As Figure 1As shown in the figure, an end cover 8 is provided at the end of the reducer housing 7. During the installation of the transmission system, first, the input shaft 3 is rotatably connected to the axle housing 5 through bearings. An oil seal is installed at the right end of the input shaft 3, and a cylindrical gear 4 is installed at the left end of the input shaft 3. The cylindrical gear 4 meshes with the spur gear 19, and the spur gear 19 is fixed on the differential housing 17. Two or four holes are machined circumferentially on the differential housing 17. There may be two or four planetary cylindrical gear shafts 18. The planetary cylindrical gear shafts 18 are equidistantly installed in the holes on the differential housing 17 through bearings. The planetary cylindrical gear shafts 18 can revolve with the differential housing 17 and also rotate about their own axes. The cylindrical gear 4 on the planetary cylindrical gear shaft 18 meshes with the first face gear 16 and the second face gear 20 at the same time. The first face gear 16 is fixed to the right end of the left half shaft 15 by key connection, and the second face gear 20 is fixed to the left end of the right half shaft 21 by key connection. The left half shaft 15 and the right half shaft 21 are rotatably connected to the axle housing 5 through bearings, and the differential housing 17 is rotatably connected to the first face gear 16 and the second face gear 20 through bearings. The power generated by the driving device 1 enters the entire transmission system through the input shaft 3. The cylindrical gear 4 meshes with the spur gear 19, and the power is transmitted to the differential housing 17. The differential housing 17 drives the planetary cylindrical gear shafts 18 to revolve. Among them, if the vehicle is driving straight, the differential structure will not play a differential role, that is, the planetary cylindrical gear shafts 18 in the differential structure will not rotate, but only revolve driven by the rotating differential housing 17, and finally transmit the torque to the first face gear 16 and the second face gear 20, driving the left half shaft 15 and the right half shaft 21 to rotate at the same speed. If the vehicle is turning, the planetary cylindrical gear shafts 18 in the differential structure will not only revolve but also rotate, making the rotational speeds of the first face gear 16 and the second face gear 20 inconsistent, and finally making the speeds of the left half shaft 15 and the right half shaft 21 different (that is, realizing the differential function), ensuring the normal driving of the vehicle. Due to the characteristic that face gear transmission is not sensitive to axial errors, by adopting this transmission method, the requirements for design and installation accuracy are reduced, the design and installation process is simplified, and the power transmission is smoother, reducing noise and vibration.

[0054] During the installation of the nutating face gear transmission assembly, the axis of the middle section of the transmission shaft 14 is not parallel to the overall axis, while the axes of the left and right ends are parallel to the overall axis. The right end is connected to the left end of the left half shaft 15 through the second coupling 6. A bearing is also installed at the right end and is rotationally connected to the reducer housing 7. The left end is installed in the hole on the right side of the flange 10 through a bearing to achieve the movable support of the transmission shaft 14. The planetary face gear 12 is installed on the inclined shaft end of the transmission shaft 14, forming a small angle with the axis of the horizontal end of the transmission shaft 14. A bearing is installed between the planetary face gear 12 and the transmission shaft 14. The two inner tangent face gears on the left and right sides of the planetary face gear 12 are fixedly connected back to back. The two inner tangent face gears are respectively meshed with the rotating face gear 11 and the fixed face gear 13. The rotating face gear 11 and the fixed face gear 13 are external tangent face gears. The inner tangent face gear and the external tangent face gear are conjugated and meshed to form an internal meshing face gear pair, and its gear parameters can be adjusted according to actual needs. The fixed face gear 13 is fixedly installed on the reducer housing 7. The reducer housing 7 is installed on the axle housing 5 through screws. The rotating face gear 11 is fixed to the right end of the flange 10 through screws. The left end of the flange 10 is connected to the right end of the first output shaft 9 through a spline. The first output shaft 9 passes through the reducer housing 7 and is connected to the vehicle tire. The flange 10 is rotationally connected to the reducer housing 7 through a bearing. An oil seal and an end cover 8 are installed on the left end of the reducer housing 7. The nutating face gear transmission assembly 23 on the right side of the transmission system is symmetrical to the left side and will not be elaborated here. Finally, power is transmitted from the left half shaft 15 to the transmission shaft 14 through the second coupling 6. Since the axis of the shaft end of the planetary face gear 12 forms a small angle with the axis of the horizontal end of the transmission shaft 14, and in addition, the two side face gears on the left and right sides of the planetary face gear 12 are respectively meshed with the rotating face gear 11 and the fixed face gear 13, so driven by the transmission shaft 14, the internal meshing face gear pairs on the left and right sides of the planetary face gear 12 are both performing nutating motions. During the movement, the nutating wheels in the internal meshing face gear pairs on the left and right sides will generate a certain self-rotation angle around their own axes. Since the two side gears of the planetary face gear 12 are fixedly connected, when the gear parameters of the internal meshing face gear pairs on the left and right sides are inconsistent, the self-rotation angles generated by the nutating wheels on the left and right sides will be inconsistent, thus generating a certain "angle difference". Also, because the fixed face gear 13 is connected to the reducer housing 7 and remains stationary, and the rotating face gear 11 is connected to the first output shaft 9 through the flange 10, this "angle difference" will be transmitted to the rotating face gear 11 and then to the first output shaft 9 to achieve power transmission and speed reduction. As mentioned above, the reducer housing 7 in the nutating face gear transmission assembly 23 is used as the fixed part and can be specifically fixed in the axle housing 5. The axle housing 5 is connected to the vehicle suspension. In addition, the axle housing 5 can also play a protective role.

[0055] In the second aspect of this embodiment, a vehicle is provided, including an electric vehicle and a hybrid vehicle, and the above-mentioned transmission system is installed on the electric vehicle and the hybrid vehicle.

[0056] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. For those skilled in the art, various modifications and variations can be made to the present utility model. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. An electric drive vehicle transmission system based on a face gear pair, characterized in that: include: A driving device (1), wherein a driving end thereof is connected to an input shaft (3) via a coupling, and a cylindrical gear (4) is mounted on the end of the input shaft (3); A face gear differential (22) is connected to the cylindrical gear (4) via a spur gear (19), the face gear differential (22) comprising a differential housing (17), a face gear and a planetary cylindrical gear shaft (18) being arranged in the differential housing (17), the face gear and the planetary cylindrical gear shaft (18) being matched, and a left half shaft (15) and a right half shaft (21) being arranged on opposite sides of the planetary cylindrical gear shaft (18); A nutating surface gear transmission assembly (23) is mounted on the left half shaft (15) and the right half shaft (21), and an output shaft is provided at the end of the nutating surface gear transmission assembly (23).

2. The transmission system according to claim 1, characterized in that: The nutating surface gear transmission assembly (23) is provided with two, and the output shaft comprises a first output shaft (9) and a second output shaft; One end of one of the nutating surface gear transmission assemblies (23) is connected to the left half shaft (15), and the other end is connected to the first output shaft (9); Another nutating surface gear transmission assembly (23) has one end connected to the right half shaft (21), and the other end connected to a second output shaft.

3. The transmission system according to claim 2, characterized in that: The nutating surface gear transmission assembly (23) is connected to the left half shaft (15) via a transmission shaft (14).

4. The transmission system according to claim 3, characterized in that: The nutating face gear transmission assembly (23) comprises a reducer housing (7), wherein a rotating face gear (11) and a fixed face gear (13) are provided on opposite sides of the reducer housing (7), and a planetary face gear (12) is meshed between the rotating face gear (11) and the fixed face gear (13); The fixed face gear (13) is connected to the transmission shaft (14), and the transmission shaft (14) is connected to a planetary cylindrical gear shaft (18) via a left half shaft (15).

5. The transmission system according to claim 4, characterized in that: The rotating face gear (11), the planetary face gear (12) and the fixed face gear (13) are connected via a transmission shaft (14); The transmission shaft (14) has a horizontal end and an inclined end, wherein the horizontal end of the transmission shaft (14) is connected to the left half shaft (15), and the inclined end of the transmission shaft (14) is connected to the planetary gear (12); When the transmission shaft (14) rotates, the inclined end of the transmission shaft (14) drives the planetary face gear (12) to perform nutating motion.

6. The transmission system according to claim 5, characterized in that: The planetary face gear (12) is mounted on the inclined end of the transmission shaft (14) via a bearing.

7. The transmission system according to claim 5, characterized in that: The rotating face gear (11), the planetary face gear (12) and the fixed face gear (13) are axially inclined with respect to each other.

8. The transmission system according to claim 4, characterized in that: An end cover (8) is provided at the end of the reducer housing (7).

9. The transmission system according to claim 1, characterized in that: The face gear comprises a first face gear (16) and a second face gear (20); the first face gear (16) and the second face gear (20) are located on opposite sides of the planetary cylindrical gear shaft (18), and both cooperate with the planetary cylindrical gear shaft (18).

10. A vehicle, including an electric vehicle and a hybrid vehicle, characterized in that: The electric vehicle and hybrid vehicle are equipped with a transmission system according to any one of claims 1 to 9.

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