Novel integrated two-gear new energy automobile speed reducer without synchronous ring

Abstract

The utility model relates to a novel integrated two-gear new energy automobile speed reducer without a synchronous ring, which comprises a motor, a second-gear gear, a first-gear gear pair, a main reduction gear pair, a synchronous sliding sleeve and a differential mechanism, the second-gear gear comprises a second-gear input gear, a second-gear driving gear and a second-gear driven gear, the second-gear input gear is connected with the motor, and the first-gear gear pair is connected with the second-gear input gear. The second-gear driving gear is meshed with the second-gear input gear, and the second-gear driven gear is meshed with the second-gear driving gear; the main reduction gear pair can be connected with the second-gear driven gear and the first-gear gear pair through the synchronous sliding sleeve to conduct gear shifting. The second-gear driving gear can be used as the first-stage transmission of the first gear and can also be used as the idle gear of the self gear, the number of first-stage gear pairs of a conventional transmission can be reduced, the transmission speed ratio of the transmission is increased on the premise that the number of the gears is reduced, and the manufacturing cost of the two gears is reduced.

Description

TECHNICAL FIELD

[0001] The utility model relates to a kind of automobile reducers, in particular to a kind of two new energy vehicle reducers of novel integrated synchronous ringless. BACKGROUND

[0002] The structure of the existing new energy commercial vehicle two-gear transmission, mostly adopts the structure of double-shaft transmission design, i.e. the shift sleeve is arranged on a transmission shaft, and a synchronous ring is needed to realize speed synchronization gear shifting, and the other shaft is used as a gear position power output shaft. Such structure arrangement, although compact in structure, has the shortcomings and deficiencies that the speed ratio is small, and the synchronous ring part is prone to failure. In the case of large speed ratio, a pair of gear pairs is needed to increase the speed ratio, and the increase of gear pairs first increases the manufacturing cost, and then reduces the transmission efficiency of the transmission. SUMMARY

[0003] The technical problem to be solved by the utility model is to provide a kind of two new energy vehicle reducers of novel integrated synchronous ringless according to the existing problems.

[0004] The technical solution for solving the above technical problems is: a kind of two new energy vehicle reducers of novel integrated synchronous ringless, characterized by: including motor, two-gear gear, one-gear gear pair, main reduction gear pair, synchronous sleeve and differential, the two-gear gear includes two-gear input gear, two-gear driving gear, two-gear driven gear, the two-gear input gear is connected with the motor, the two-gear driving gear is engaged with the two-gear input gear, and the two-gear driven gear is engaged with the two-gear driving gear; the main reduction gear pair can be connected with the two-gear driven gear and the one-gear gear pair through the synchronous sleeve for gear shifting; in two-gear state, the synchronous sleeve is connected with the two-gear driven gear, and the two-gear driving gear is used as an idler gear; in one-gear state, the synchronous sleeve is connected with the one-gear gear pair, the two-gear driving gear is used as a one-gear primary reduction gear, and the one-gear gear pair is used as a secondary reduction gear.

[0005] Power transmission method: in two-gear state, the synchronous sleeve is connected with the two-gear driven gear, the two-gear driving gear is used as an idler gear, and the motor power is transmitted to the differential through the two-gear input gear, the two-gear driving gear, the two-gear driven gear, the synchronous sleeve and the main reduction gear pair in turn, and finally transmitted to the wheels through the half shaft to drive the vehicle to run;

[0006] In one-gear state, the synchronous sleeve is connected with the one-gear gear pair, the two-gear driving gear is used as a one-gear primary reduction gear, and the one-gear gear pair is used as a secondary reduction gear. The motor power is transmitted to the differential through the two-gear input gear, the two-gear driving gear, the one-gear gear pair, the synchronous sleeve and the main reduction gear pair in turn, and finally transmitted to the wheels through the half shaft to drive the vehicle to run.

[0007] The further technical scheme of the utility model discloses: one block gear pair includes one block driving gear and one block driven gear, and main reduction gear pair includes main reduction gear and big gear;When the synchronous sliding sleeve is connected with one block driven gear, it is one block state, and two block input gear is transmitted to one block driving gear through two block driving gear for one stage reduction, and one block driving gear is transmitted to main reduction gear through one block driven gear for two stage reduction.

[0008] One block gear pair includes one block driving gear and one block driven gear, and one block driving gear is connected with two block driving gear, and one block driven gear is engaged with one block driving gear.

[0009] Main reduction gear pair includes main reduction gear and big gear, and main reduction gear is arranged on the reducer through two shafts, and main reduction gear is connected with the reducer through big gear, and two block driven gear, synchronous sliding sleeve and one block driven gear are arranged on two shafts respectively, and are connected with two block driven gear and one block driven gear respectively through synchronous sliding sleeve to shift gears.

[0010] When the synchronous sliding sleeve is connected with two block driven gear, it is two block state, and power is transmitted from motor to input gear, two block driving gear, two block driven gear and synchronous sliding sleeve in sequence, and synchronous sliding sleeve drives two shafts to rotate, and two shafts drive main reduction gear, and main reduction gear drives big gear, and big gear drives differential, and finally power is transmitted to wheel through half shaft to drive vehicle to run.

[0011] When the synchronous sliding sleeve is connected with one block driven gear, it is one block state, and power is transmitted from motor to input gear, two block driving gear, one block driving gear, one block driven gear and synchronous sliding sleeve in sequence, and synchronous sliding sleeve drives two shafts to rotate, and two shafts drive main reduction gear, and main reduction gear drives big gear, and big gear drives differential, and finally power is transmitted to wheel through half shaft to drive vehicle to run.

[0012] Due to the adoption of the above technical scheme, the utility model discloses one kind of novel integrated two block new energy vehicle reduction gear without synchronous ring, and has the following beneficial effects:

[0013] The two-gear driving gear of the utility model can be used as the first-stage transmission of the one-gear and the idler of the gear position, the number of the first-stage gear pair (two gear parts) of the conventional transmission can be reduced, the transmission speed ratio of the transmission is increased under the premise of reducing the gears, and the manufacturing cost of the two gears is reduced. Meanwhile, the one-stage reduction gear and the gear shifting synchronizing ring of the conventional transmission are reduced, the assembly is lightened, the transmission parts are reduced, the transmission efficiency of the system is improved, the energy consumption is reduced, the parts production and the assembly of the speed reducer can be rapidly and conveniently realized, and the product failure can be reduced.

[0014] The technical features of the two-gear integrated synchronous ring-free new energy vehicle speed reducer will be further described below in combination with the drawings and specific embodiments of the utility model. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 The structure diagram of the two-gear integrated synchronous ring-free new energy vehicle speed reducer.

[0016] Figure 2 The structure diagram of the two-gear integrated synchronous ring-free new energy vehicle speed reducer.

[0017] In the above drawings, the numbers are explained as follows:

[0018] 1-two-gear input gear, 2-two-gear driving gear, 3-two-gear driven gear, 4-main reduction gear, 5-large gear, 6-differential, 7-synchronous sliding sleeve, 8-one-gear driven gear, 9-one-gear driving gear, 10-motor, 11-half shaft DETAILED DESCRIPTION

[0019] The two-gear integrated synchronous ring-free new energy vehicle speed reducer comprises a motor, a two-gear gear position, a one-gear gear pair, a main reduction gear pair, a synchronous sliding sleeve and a differential. The two-gear gear position comprises a two-gear input gear 1, a two-gear driving gear 2 and a two-gear driven gear 3. The two-gear input gear 1 is connected with the motor. The two-gear driving gear 2 is engaged with the two-gear input gear 1. The two-gear driven gear 3 is engaged with the two-gear driving gear 2. The main reduction gear pair is connected with the two-gear driven gear 3 and the one-gear gear pair through the synchronous sliding sleeve for gear shifting. The two-gear driving gear 2 is used as the one-gear first-stage reduction gear and the two-gear driving gear. In the two-gear state, the synchronous sliding sleeve is connected with the two-gear driven gear 3, and the two-gear driving gear 2 is used as the idler. In the one-gear state, the synchronous sliding sleeve is connected with the one-gear gear pair, the two-gear driving gear 2 is used as the one-gear first-stage reduction gear, and the one-gear gear pair is used as the second-stage reduction gear.

[0020] Power transmission method: when the two-gear state, the synchronization sleeve is connected with the two-gear passive gear 3, the two-gear driving gear 2 is as the idler gear, the motor power is transmitted from the two-gear input gear 1, the two-gear driving gear 2, the two-gear passive gear 3, the synchronization sleeve and the main reduction gear pair in turn to the differential, and finally the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to run;

[0021] When the one-gear state, the synchronization sleeve is connected with the one-gear gear pair, the two-gear driving gear 2 is as the one-gear primary reduction gear, the one-gear gear pair is as the secondary reduction gear, the motor power is transmitted through the two-gear input gear 1, the two-gear driving gear 2, the one-gear gear pair, the synchronization sleeve 7 and the main reduction gear pair in turn to the differential, and finally the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to run.

[0022] The one-gear gear pair includes the one-gear driving gear 9 and the one-gear passive gear 8, the one-gear driving gear 9 is connected with the two-gear driving gear 2, and the one-gear passive gear 8 is engaged with the one-gear driving gear 9. The one-gear driving gear 9 and the two-gear driving gear 2 are fixedly connected through the one shaft and arranged on the reducer through the one shaft, and the one-gear driving gear 9 and the two-gear driving gear 2 are fixedly arranged on the one shaft, and the one shaft is arranged on the reducer through the bearing. Alternatively, the two-gear driving gear 2 can be a two-gear driving gear shaft integrated with the two-gear driving gear, and the one-gear driving gear 9 is arranged on the two-gear driving gear shaft.

[0023] The main reduction gear pair includes the main reduction gear 4 and the large gear 5, the main reduction gear 4 is arranged on the reducer through the two shaft, the main reduction gear 4 is connected with the reducer through the large gear 5, the large gear 5 is engaged with the main reduction gear 4, the two-gear passive gear 3, the synchronization sleeve and the one-gear passive gear 8 are arranged on the two shaft respectively, and the two shaft is arranged on the reducer through the bearing. The synchronization sleeve is connected with the two-gear passive gear 3 and the one-gear passive gear 8 respectively for gear shifting. The main reduction gear 4 and the synchronization sleeve 7 are fixedly arranged on the two shaft respectively, the two-gear passive gear 3 and the one-gear passive gear 8 are sleeved on the two shaft, the synchronization sleeve 7 is connected with the two shaft through the spline, and the synchronization sleeve can move left and right along the two shaft to be connected with the two-gear passive gear 3 and the one-gear passive gear 8 respectively for gear shifting. Alternatively, the main reduction gear 4 can be a main reduction gear shaft integrated with the main reduction gear 4, and the two-gear passive gear 3, the synchronization sleeve and the one-gear passive gear 8 are arranged on the main reduction gear shaft respectively. The two-gear passive gear 3 and the one-gear passive gear 8 are respectively provided with the combination teeth connected with the synchronization sleeve 7.

[0024] When the synchronization sleeve 7 is connected with the two-gear passive gear 3, it is the two-gear state, and the power is transmitted from the motor to the input gear 1, the two-gear driving gear 2, the two-gear passive gear 3 and the synchronization sleeve in turn, the synchronization sleeve drives the two shaft to rotate, the two shaft drives the main reduction gear 4, the main reduction gear 4 drives the large gear 5, the large gear 5 drives the differential 6, and finally the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to run.

[0025] When the synchronization sliding sleeve 7 is connected with the one-gear passive gear 8, it is in one-gear state, the two-gear input gear 1 is transmitted to the one-gear driving gear 9 through the two-gear driving gear 2 for one-stage reduction, and the one-gear driving gear 9 is transmitted to the main reduction gear 4 through the one-gear passive gear 8 for two-stage reduction. The power is transmitted from the motor to the input gear 1, the two-gear driving gear 2, the one-gear driving gear 9, the one-gear passive gear 8 and the synchronization sliding sleeve 7 in sequence, the synchronization sliding sleeve drives the two-shaft to rotate, the two-shaft drives the main reduction gear 4, the main reduction gear 4 drives the large gear 5, the large gear 5 drives the differential 6, and finally the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to run.

[0026] In a specific embodiment, a novel integrated two-gear new energy vehicle reducer without synchronization ring comprises a motor, a two-gear input gear 1, a one-shaft assembly, a two-shaft assembly and a differential. The two-gear input gear 1 is connected with the motor, the two-gear input gear 1 is connected with the motor through an input shaft, the input shaft is connected with the motor, and the input gear 1 is fixedly arranged on the input shaft. Alternatively, the input gear 1 can be an input gear shaft provided with an input gear, and the motor shaft and the gear are integrated in an integral structure. The one-shaft assembly is connected with the input gear 1, the two-shaft assembly is connected with the one-shaft assembly, and the differential is connected with the two-shaft assembly.

[0027] The one-shaft assembly comprises a one-shaft, a two-gear driving gear 2 and a one-gear driving gear 9. The two-gear driving gear and the one-gear driving gear are fixedly arranged on the one-shaft, and the two-gear driving gear is in constant engagement with the input gear 1. The two-shaft assembly comprises a two-shaft, a two-gear passive gear 3, a one-gear passive gear 8, a main reduction gear 4 and a synchronization sliding sleeve 7. The main reduction gear 4 and the synchronization sliding sleeve 7 are fixedly arranged on the two-shaft, the two-gear passive gear 3 and the one-gear passive gear 8 are installed on the two-shaft through needle bearings, the two-gear passive gear 3 is in engagement with the two-gear driving gear 2, the one-gear passive gear 8 is in engagement with the one-gear driving gear 9, the synchronization sliding sleeve 7 is connected with the two-shaft through splines, the synchronization sliding sleeve can move left and right along the two-shaft to be connected with the two-gear passive gear 3 and the one-gear passive gear 8 for gear shifting, the main reduction gear 4 is connected with the differential through a large gear 5, the large gear 5 is arranged on the differential, and the large gear 5 is in engagement with the main reduction gear 4.

[0028] The two-shaft is provided with external splines, the synchronization sliding sleeve 7 is provided with internal splines, the two-gear passive gear 3 and the one-gear passive gear 8 are respectively provided with combination teeth connected with the synchronization sliding sleeve 7, the synchronization sliding sleeve 7 is located between the two-gear passive gear 3 and the one-gear passive gear 8, and the synchronization sliding sleeve 7 is connected with the combination teeth on the two-gear passive gear 3 and the one-gear passive gear 8 for gear shifting by moving left and right.

[0029] The synchronous sliding sleeve 7 is hung by electrically controlling the speed difference to realize gear shifting. When the synchronous sliding sleeve 7 is connected with the combination teeth of the second gear passive gear 3, it is in the second gear state. The second gear driving gear 2 is the driving gear of the second gear. The power transmission route of the second gear is: the power from the motor is transmitted through the input gear 1, the second gear driving gear 2, the second gear passive gear 3 and the synchronous sliding sleeve in turn. The synchronous sliding sleeve drives the second shaft to rotate. The second shaft drives the main reduction gear 4. The main reduction gear 4 drives the large gear 5. The large gear 5 drives the differential 6. Finally, the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to run.

[0030] When the synchronous sliding sleeve 7 is connected with the combination teeth of the first gear passive gear 8, it is in the first gear state. The second gear driving gear 2 is the first gear primary reduction gear. The power transmission route of the first gear is: the power from the motor is transmitted through the input gear 1, the second gear driving gear 2, the first gear driving gear 9, the first gear passive gear 8 and the synchronous sliding sleeve 7 in turn. The synchronous sliding sleeve drives the second shaft to rotate. The second shaft drives the main reduction gear 4. The main reduction gear 4 drives the large gear 5. The large gear 5 drives the differential 6. Finally, the power is transmitted to the wheels through the half shaft 11 to drive the vehicle to run.

[0031] Finally, the large speed ratio transmission purpose that the ordinary reduction gear cannot realize is also realized.

Claims

1. A novel integrated two-gear synchronous ring-free new energy vehicle reducer, characterized in that: The motor, the two-gear gear, the one-gear gear pair, the main reduction gear pair, the synchronous sliding sleeve and the differential are included, the two-gear gear includes a two-gear input gear, a two-gear driving gear and a two-gear driven gear, the two-gear input gear is connected with the motor, the two-gear driving gear is engaged with the two-gear input gear, and the two-gear driven gear is engaged with the two-gear driving gear; The main reduction gear pair is connected with the two-gear driven gear and the one-gear gear pair through the synchronous sliding sleeve for gear shifting; in the two-gear state, the synchronous sliding sleeve is connected with the two-gear driven gear, and the two-gear driving gear is used as an idle gear; in the one-gear state, the synchronous sliding sleeve is connected with the one-gear gear pair, the two-gear driving gear is used as a one-gear primary reduction gear, and the one-gear gear pair is used as a two-gear reduction gear.

2. The novel integrated two-gear synchronous ring-free new energy vehicle reducer according to claim 1, characterized in that: The one-gear gear pair includes a one-gear driving gear and a one-gear driven gear, the one-gear driven gear is engaged with the one-gear driving gear, the one-gear driving gear is fixedly connected with the two-gear driving gear through a shaft and arranged on the reducer, and the one-gear driving gear and the two-gear driving gear are fixedly arranged on the shaft.

3. The novel integrated two-gear synchronous ring-free new energy vehicle reducer according to claim 1, characterized in that: The main reduction gear pair includes a main reduction gear and a large gear, the main reduction gear is arranged on the reducer through a second shaft, the main reduction gear is connected with the reducer through the large gear, the two-gear driven gear, the synchronous sliding sleeve and the one-gear driven gear are arranged on the second shaft, and the two-gear driven gear and the one-gear driven gear are connected with the two-gear driven gear and the one-gear driven gear through the synchronous sliding sleeve for gear shifting.

4. The novel integrated two-gear synchronous ring-free new energy vehicle reducer according to claim 3, characterized in that: The main reduction gear and the synchronous sliding sleeve are fixedly arranged on the second shaft, the two-gear driven gear and the one-gear driven gear are installed on the second shaft through needle bearings, and the synchronous sliding sleeve is connected with the second shaft through a spline.

5. The novel integrated two-gear synchronous ring-free new energy vehicle reducer according to claim 4, characterized in that: The two-gear driven gear and the one-gear driven gear are respectively provided with combination teeth connected with the synchronous sliding sleeve.

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