Transmission, motor driving assembly and vehicle
By designing a transmission to achieve two-speed output, the problem of the single speed of the motor-driven wheels is solved, improving the vehicle's power and top speed, and expanding its application scenarios.
Patent Information
- Application Number
- CN202520240657.9
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-02-14
- Publication Date
- 2025-12-23
- Estimated Expiration
- 2035-02-14
AI Technical Summary
In existing vehicle distributed motor drive systems, the motor drives the wheels to rotate at only one speed, resulting in a low vehicle top speed and limiting application scenarios.
Design a transmission including a first gear, a second gear, a gear set and a shifting mechanism, which can achieve two-speed output by selectively connecting the first gear or the second gear to the wheels, thereby enhancing the vehicle's power and top speed.
By increasing the number of gears, the vehicle's power and wheel rotation speed are improved, expanding the vehicle's application scenarios, especially its handling and passability when cornering at high speeds and climbing hills.
Smart Images
Figure CN223702302U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of automobiles, and in particular to a transmission, a motor drive assembly, and a vehicle. BACKGROUND
[0002] In the related art, a vehicle can adopt a distributed motor drive system, that is, each of the left and right wheels of the vehicle is configured with a motor to drive. The speed of the motor-driven wheel rotation has only one gear, which results in a low top speed of the vehicle, thereby limiting the application scenarios of the vehicle. SUMMARY
[0003] Embodiments of the present application provide a transmission that can increase the number of gear positions of the motor-driven wheel rotation to at least solve the above technical problems.
[0004] To achieve the above-mentioned purpose, according to a first aspect of the present application, a transmission is provided, which comprises a first gear, a second gear, a gear shift gear set, a first shaft, and a gear shift mechanism; the second gear is configured to be connected with an output shaft of a motor; the gear shift gear set is drivingly connected with the first gear and the second gear; the first shaft is configured to be connected with a wheel; the gear shift mechanism is connected with the first shaft, and is configured to selectively drivingly connect the first gear with the first shaft or drivingly connect the second gear with the first shaft.
[0005] Optionally, the gear shift gear set comprises a third gear and a fourth gear, the third gear and the fourth gear are coaxially connected, the third gear is engaged with the first gear, and the fourth gear is engaged with the second gear.
[0006] Optionally, the gear shift gear set further comprises a second shaft, and the third gear and the fourth gear are sleeved on the second shaft.
[0007] Optionally, the radius of the second gear is smaller than the radius of the fourth gear, and the radius of the third gear is smaller than the radius of the first gear.
[0008] Optionally, the gear shift mechanism is further configured to selectively be located at a neutral position, so that the first shaft is decoupled from the first gear and the second gear.
[0009] Optionally, the gear shift mechanism is located between the first gear and the second gear.
[0010] Optionally, the first gear, the second gear, and the gears in the gear shift gear set are all helical gears.
[0011] Optionally, the gear shift mechanism is any one of the following mechanisms: a meshing sleeve gear shifter, a synchronizer, and a clutch.
[0012] According to a second aspect of the present application, a motor driving assembly is provided, which comprises a first motor, a second motor and the transmission as described above; the second motor is coaxially arranged with the first motor; the transmission has two; wherein the output shaft of the first motor and the output shaft of the second motor are respectively connected with the second gear of the two transmissions.
[0013] According to a third aspect of the present application, a vehicle is provided, which comprises a left wheel, a right wheel and the motor driving assembly as described above; wherein the first shaft of one transmission is connected with the left wheel, and the first shaft of the other transmission is connected with the right wheel.
[0014] In the transmission of the embodiments of the present application, the transmission is provided with two gears, so that when the motor drives the wheel through the transmission, not only the first gear output can be achieved through the gear set, but also the second gear output can be achieved through the rotation of the first shaft directly driven by the motor. In this way, the power of the vehicle and the maximum speed of the wheel rotation can be improved, so as to expand the application scenarios of the vehicle.
[0015] Other features and advantages of the present application will be described in detail in the following specific embodiments. BRIEF DESCRIPTION OF DRAWINGS
[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the following embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor on the basis of these drawings.
[0017] In order to more completely understand the present application and its beneficial effects, the following will be described in conjunction with the drawings, wherein the same reference numerals in the following description represent the same parts.
[0018] Figure 1 is a structural schematic diagram of the transmission provided in the exemplary embodiments of the present disclosure;
[0019] Figure 2 is a schematic diagram of the transmission in the first gear in the exemplary embodiments of the present disclosure;
[0020] Figure 3 is a schematic diagram of the transmission in the second gear in the exemplary embodiments of the present disclosure;
[0021] Figure 4 is a schematic diagram of the first gear shifting mechanism cooperating with the second gear and the first gear in the exemplary embodiments of the present disclosure;
[0022] Figure 5is a schematic view of the first shift mechanism cooperating with the first gear when the transmission is in first gear according to an example embodiment of the present disclosure;
[0023] Figure 6 is a schematic view of the first shift mechanism cooperating with the second gear when the transmission is in second gear according to an example embodiment of the present disclosure;
[0024] Figure 7 is a schematic view of the second shift mechanism cooperating with the second gear and the first gear according to an example embodiment of the present disclosure;
[0025] Figure 8 is a schematic view of the structure of the motor drive assembly according to an example embodiment of the present disclosure;
[0026] Figure 9 is a schematic view of the motor drive assembly in first gear according to an example embodiment of the present disclosure;
[0027] Figure 10 is a schematic view of the motor drive assembly in second gear according to an example embodiment of the present disclosure;
[0028] Figure 11 is a schematic view of the structure of the vehicle according to an example embodiment of the present disclosure.
[0029] BRIEF DESCRIPTION OF THE DRAWINGS
[0030] 1 - transmission; 11 - first gear; 12 - second gear;
[0031] 13 - gear set; 131 - third gear; 132 - fourth gear; 133 - second shaft;
[0032] 14 - first shaft;
[0033] 15 - shift mechanism; 151 - first ring gear; 152 - second ring gear; 153 - shift lever; 154 - synchronizer gear; 155 - sleeve; 156 - synchronizer clutch plate; 157 - first clutch plate; 158 - second clutch plate;
[0034] 2 - motor drive assembly; 21 - first motor; 22 - second motor; 23 - motor;
[0035] 3 - vehicle; 31 - left wheel; 32 - right wheel; 33 - wheel. DETAILED DESCRIPTION
[0036] With reference to the drawings of the embodiments of the present application, the technical solutions in the embodiments of the present application will be clearly and completely described. Obviously, the described embodiments are only a part of the embodiments of the present application, but not all the embodiments of the present application. Based on the embodiments in the present application, all the other embodiments obtained by a person of ordinary skill in the art without creative effort are within the protection scope of the present application.
[0037] The following will be described in detail Figures 1 to 11 , a transmission 1, a motor drive assembly 2 and a vehicle 3 provided by the embodiments of the present application.
[0038] Please refer to Figure 1 , Figure 1 is a structural schematic diagram of the transmission 1 provided in the exemplary embodiments of the present disclosure. In a first aspect, the embodiments of the present application provide a transmission 1. The transmission 1 comprises a first gear 11, a second gear 12, a gear shift set 13, a first shaft 14 and a shift mechanism 15. The second gear 12 is configured to be connected with an output shaft of a motor 23. The gear shift set 13 is drivingly connected with the first gear 11 and the second gear 12 to engage, so as to transmit power of the second gear 12 to the first gear 11. The first shaft 14 is configured to be connected with a wheel 33. The shift mechanism 15 is connected with the first shaft 14. The shift mechanism 15 is configured to selectively drivingly connect the first gear 11 with the first shaft 14 or drivingly connect the second gear 12 with the first shaft 14, as shown in Figure 2 and Figure 3 , Figure 2 is a schematic diagram of the transmission 1 provided in the exemplary embodiments of the present disclosure in first gear. Figure 3 is a schematic diagram of the transmission 1 provided in the exemplary embodiments of the present disclosure in second gear.
[0039] Among them, the first gear 11 is drivingly connected with the first shaft 14, which is first gear of the transmission 1; the second gear 12 is drivingly connected with the first shaft 14, which is second gear of the transmission 1.
[0040] It can be understood that the first shaft 14 can be a half shaft of the vehicle 3, or the first shaft 14 can be coaxially connected with the half shaft of the vehicle 3.
[0041] It can be understood that the shift mechanism 15 is shifted to the left, which is first gear, as shown in Figure 2 , the motor 23 sequentially transmits power to the first shaft 14 through the first gear 11, the gear shift set 13, the second gear 12 and the shift mechanism 15, so as to drive the wheel 33 connected with the first shaft 14 to rotate.
[0042] It can be understood that the shift mechanism 15 is shifted to the right, which is second gear, as shown in Figure 3As shown, the motor 23 transmits power to the first shaft 14 through the first gear 11 and the shift mechanism 15 to drive the wheels 33 connected to the first shaft 14 to rotate.
[0043] The shift mechanism 15 can be a mesh sleeve shifter, for example. Figures 4 to 6 As shown, Figure 4 is a schematic view of the first shift mechanism 15 cooperating with the second gear 12 and the first gear 11 provided in the exemplary embodiment of the disclosure, Figure 5 is a schematic view of the first shift mechanism 15 cooperating with the first gear 11 when the transmission 1 is in first gear provided in the exemplary embodiment of the disclosure, Figure 6 is a schematic view of the first shift mechanism 15 cooperating with the second gear 12 when the transmission 1 is in second gear provided in the exemplary embodiment of the disclosure.
[0044] Specifically, the mesh sleeve shifter includes a shift lever 153, a synchronizing gear 154, a tooth sleeve 155, a first tooth ring 151, and a second tooth ring 152. The synchronizing gear 154 is sleeved on the first shaft 14 and located between the first gear 11 and the second gear 12. The first tooth ring 151 is sleeved on the first shaft 14 and coaxially connected with the first gear 11. The second tooth ring 152 is coaxially connected with the end of the second gear 12 facing the synchronizing gear 154. The tooth sleeve 155 is sleeved on the synchronizing gear 154 and engages with the synchronizing gear 154. The first gear 11 is rotatably sleeved on the first shaft 14 through a bearing. The shift lever 153 is slidingly arranged on the frame, and the shift lever 153 is connected with the tooth sleeve 155. The shift lever 153 is pushed to the left to push the tooth sleeve 155 to slide to the left so that the tooth sleeve 155 is sleeved on the first tooth ring 151. At this time, the two ends of the tooth sleeve 155 engage with the synchronizing gear 154 and the first tooth ring 151 respectively, so that the rotating power from the first gear 11 is transmitted to the first shaft 14 through the first tooth ring 151, the tooth sleeve 155, and the synchronizing gear 154. This state is first gear, as shown in Figure 5 Accordingly, the shift lever 153 is pushed to the right to push the tooth sleeve 155 to slide to the right so that the tooth sleeve 155 is sleeved on the second tooth ring 152. At this time, the two ends of the tooth sleeve 155 engage with the synchronizing gear 154 and the second tooth ring 152 respectively, so that the rotating power from the second gear 12 is transmitted to the first shaft 14 through the second tooth ring 152, the tooth sleeve 155, and the synchronizing gear 154. This state is second gear, as shown in Figure 6
[0045] When the shift mechanism 15 is a clutch, as shown, Figure 7 Figure 7 is a schematic view of the second shift mechanism 15 provided in the exemplary embodiment of the present disclosure cooperating with the second gear 12 and the first gear 11. The clutch includes a synchronizer gear 154, a synchronizer clutch plate 156, a first clutch plate 157, and a second clutch plate 158. The synchronizer gear 154 is sleeved on the first shaft 14 and located between the first gear 11 and the second gear 12. The synchronizer clutch plate 156 is fixed to the synchronizer gear 154. The first clutch plate 157 is fixed to the first gear 11 on the side close to the synchronizer gear 154. The second clutch plate 158 is fixed to the second gear 12 on the side close to the synchronizer gear 154. Left shifting is performed so that the synchronizer clutch plate 156 and the first clutch plate 157 are in contact with each other to realize power transmission, so that the rotating power from the first gear 11 is transmitted to the first shaft 14 through the first clutch plate 157, the synchronizer clutch plate 156, and the synchronizer gear 154, and at this time, it is first gear. Correspondingly, right shifting is performed so that the synchronizer clutch plate 156 and the second clutch plate 158 are in contact with each other to realize power transmission, so that the rotating power from the second gear 12 is transmitted to the first shaft 14 through the second clutch plate 158, the synchronizer clutch plate 156, and the synchronizer gear 154, and at this time, it is second gear.
[0046] In the present embodiment, by providing the transmission 1 with two-gear output, when the motor 23 drives the wheels 33 through the transmission 1, not only can the first gear be output through the gear set 13, but also another gear can be output by directly driving the first shaft 14 to rotate through the motor 23. In this way, the power of the vehicle 3 and the maximum speed of the wheels 33 can be improved, which is beneficial to expand the application scenarios of the vehicle 3.
[0047] For example, the front drive power can be selected as the main driving power of the vehicle 3, and the transmission 1 and the motor 23 can be configured as the rear drive, so that all four wheels 33 of the vehicle 3 can obtain power. In this way, the controllability of the vehicle 3 when driving on a high-speed curve, the traction when climbing a slope, and the passability of the vehicle 3 on special roads can be improved.
[0048] Please refer to Figure 1 In some embodiments, the gear set 13 includes a third gear 131 and a fourth gear 132. The third gear 131 and the fourth gear 132 are coaxially connected. The third gear 131 is engaged with the first gear 11. The fourth gear 132 is engaged with the second gear 12.
[0049] It can be understood that the first gear 11 and the second gear 12 are coaxially arranged, and the axis of the first gear 11 is parallel to the axis of the third gear 131.
[0050] In the present embodiment, by the above arrangement, the transmission 1 adopts a two-parallel-shaft structure to realize two-gear output, so that the number of parts of the transmission 1 can be reduced. In this way, not only the compactness of the transmission 1 is improved, but also the weight of the transmission 1 can be controlled.
[0051] Please refer to Figure 1 In some embodiments, the variable gear set 13 further comprises a second shaft 133. The third gear 131 and the fourth gear 132 are sleeved on the second shaft 133.
[0052] It can be understood that, compared with the way of directly connecting the third gear 131 and the fourth gear 132, the second shaft 133 can reduce the manufacturing cost of the variable gear set 13 and improve the maintenance convenience.
[0053] In some embodiments, the third gear 131 and the fourth gear 132 can be fixed on the second shaft 133 by means of a flat key. Specifically, key grooves are processed on the third gear 131, the fourth gear 132 and the second shaft 133 respectively. The third gear 131 and the fourth gear 132 are sleeved on the second shaft 133, and the key groove on the third gear 131 is opposite to one of the key grooves on the second shaft 133 to form a combined groove. Then a flat key is put into the combined groove, and the torque is transmitted by the cooperation between the side surface of the flat key and the side surface of the key groove to fix the third gear 131 and the second shaft 133. The mounting method of the fourth gear 132 is the same as that of the third gear 131. This method has the advantages of simple structure, convenient assembly and disassembly, good centering, and is suitable for high-speed, high-precision and variable load occasions.
[0054] The third gear 131 and the fourth gear 132 can also be fixed on the second shaft 133 by means of a spline. Specifically, a plurality of key teeth are processed on the second shaft 133 to form a spline shaft. Corresponding spline grooves are processed on the hub holes of the third gear 131 and the fourth gear 132, and the torque is transmitted by the cooperation between the key teeth and the spline grooves. This connection method has the advantages of high load capacity, good centering and guiding, and is often used in occasions with high load and high centering accuracy requirements.
[0055] Please refer to Figure 1 In some embodiments, the radius of the second gear 12 is smaller than the radius of the fourth gear 132, and the radius of the third gear 131 is smaller than the radius of the first gear 11. In this way, the rotating speed of the motor 23 is transmitted to the first shaft 14 through two-stage speed reduction. In this way, the motor 23 can output low rotating speed and large torque through the transmission 1, which meets the power demand of the vehicle 3.
[0056] It can be understood that, when the shift mechanism 15 selects to drive connect the first gear 11 and the first shaft 14, it is for low rotating speed and large torque output; when the shift mechanism 15 selects to drive connect the second gear 12 and the first shaft 14, the rotating speed of the wheel 33 is consistent with the output rotating speed of the motor 23, and the wheel 33 rotates at high speed.
[0057] Please refer to Figure 1 or Figure 3or Figure 7 In some embodiments, the shift mechanism 15 is further configured to selectively locate in a neutral position, such that the first shaft 14 is decoupled from both the first gear 11 and the second gear 12. In this way, when the vehicle 3 selects the two-wheel drive mode, the motor 23 does not need to be started to provide power to the wheels 33, so that the shift mechanism 15 can be adjusted to the neutral position, so as to reduce the drag loss of the motor 23 driving.
[0058] In the mechanical transmission, "decoupling" refers to eliminating the interaction between multiple components, so that there is no interaction between them. In this embodiment, the decoupling of the first shaft 14 from the first gear 11 means that the first gear 11 does not transmit power to the first shaft 14. The decoupling of the first shaft 14 from the second gear 12 means that the second gear 12 does not transmit power to the first shaft 14.
[0059] Please refer to Figure 1 or Figure 3 or Figure 7 In some embodiments, the shift mechanism 15 is located between the first gear 11 and the second gear 12. In this way, the distance between the shift mechanism 15 and the first gear 11 and the second gear 12 can be small, so that the operating path of the shift mechanism 15 during gear shifting can be shortened.
[0060] Specifically, the first gear 11 is sleeved on the first shaft 14. The bearing is sleeved on the first shaft 14. The first gear 11 is rotationally connected with the first shaft 14 through the bearing, that is, the inner ring of the bearing is in interference fit with the first shaft 14, and the outer ring of the bearing is in interference fit with the hub hole of the first gear 11.
[0061] In some embodiments, the first gear 11, the second gear 12, and the gears in the gear set 13 are all helical gears. In this way, the meshing between the gears is in a gradual meshing manner, so that the load change during gear transmission is relatively gentle, and the impact and vibration during transmission can be reduced, so as to improve the stability of transmission. Moreover, the coincidence degree of helical tooth meshing is large, so that the gear transmission is more uniform and stable. For example, at high speed, the helical gear can effectively reduce the noise and vibration generated during gear transmission, and improve the ride comfort.
[0062] In some embodiments, the shift mechanism 15 is any one of the following mechanisms: a meshing sleeve shifter, a synchronizer, and a clutch.
[0063] When the meshing sleeve shifter is used as the shift mechanism 15, the structure of the shift mechanism 15 can be simple and reliable, and the meshing and disengagement of the gears can be stably realized, so as to ensure the gear shifting function of the transmission 1.
[0064] When the synchronizer is used as the shift mechanism 15, the peripheral speed between the two gears to be engaged is quickly synchronized, so that smooth gear shifting is achieved, and the impact and gear tooth phenomenon during gear shifting can be reduced. This not only improves the driving comfort, but also effectively protects the gear and other transmission components, prolonging the service life of the transmission 1.
[0065] When the clutch is used as the shift mechanism 15, during gear shifting, the power transmission can be smoothly cut off and replaced without interrupting the operation. Moreover, when the vehicle 3 encounters sudden resistance or overload during driving, the clutch can protect the motor 23 and the transmission 1 and other transmission components from damage by slipping.
[0066] Please refer to Figures 8 to 10 , Figure 8 is a structural schematic diagram of the motor drive assembly 2 provided in the exemplary embodiment of the present disclosure, Figure 9 is a schematic diagram of the motor drive assembly 2 in first gear provided in the exemplary embodiment of the present disclosure, Figure 10 is a schematic diagram of the motor drive assembly 2 in second gear provided in the exemplary embodiment of the present disclosure. In a second aspect, the embodiments of the present application provide a motor drive assembly 2. The motor drive assembly 2 includes a first motor 21, a second motor 22, and the aforementioned transmission 1. The second motor 22 is coaxially arranged with the first motor 21. The transmission 1 has two. Among them, the output shaft of the first motor 21 and the output shaft of the second motor 22 are respectively connected with the second gears 12 of the two transmissions 1.
[0067] It can be understood that the motor drive assembly 2 includes the aforementioned transmission 1. The motor drive assembly 2 has all the beneficial effects of the aforementioned transmission 1, and the present disclosure will not be repeated here.
[0068] It can be understood that the motor drive assembly 2 is a dual-motor two-gear power assembly. For example, Figures 8-10 The left side drive structure in the middle is taken as an example for illustration as follows. As shown in Figure 9 , the shift mechanism 15 is shifted to the left, which is in first gear, and two-stage gear reduction is adopted (the second gear 12 and the fourth gear 132 are the first stage reduction, and the third gear 131 and the first gear 11 are the second stage reduction). At this time, the torque transmitted to the wheels is larger, which can meet the power demand of the vehicle 3. Figure 10 As shown in , when the vehicle 3 requires a higher speed, the shift mechanism 15 is shifted to the right, which is in second gear, and the first motor 21 is directly connected with the wheels. At this time, a higher speed is achieved by using the low-speed stage of the first motor 21, and the torque of the low-speed stage of the first motor 21 is the maximum torque of the first motor 21, which can meet the torque demand of the vehicle 3. When the first motor 21 drive assembly 2 is used as an auxiliary drive, the shift mechanism 15 can be shifted to the middle position, i.e., to neutral gear, as shown in Figure 8The shift mechanism 15 adopts the neutral position of the neutral gear when the vehicle 3 selects the two-wheel drive, which can reduce the drag loss of the motor drive assembly 2.
[0069] Correspondingly, Figures 8-10 In the driving structure of the middle right side, the right side shift mechanism 15 can be engaged in the neutral position, i.e. the neutral gear. The right side shift mechanism 15 is engaged to the right, i.e. the first gear. The right side shift mechanism 15 is engaged to the left, i.e. the second gear.
[0070] Please refer to Figure 11 , Figure 11 is a schematic view of a partial structure of the vehicle 3 provided in the exemplary embodiments of the present disclosure. In a third aspect, the embodiments of the present disclosure provide a vehicle 3. The vehicle 3 comprises the left wheel 31, the right wheel 32, and the aforementioned motor drive assembly 2. Wherein the first shaft 14 of one transmission 1 is connected with the left wheel 31. The first shaft 14 of the other transmission 1 is connected with the right wheel 32.
[0071] It can be understood that the vehicle 3 comprises the aforementioned motor drive assembly 2. The vehicle 3 has all the beneficial effects of the aforementioned motor drive assembly 2, which will not be repeated here in the present disclosure.
[0072] Specifically, when the first gear is engaged, the left side shift mechanism 15 is engaged to the left. The left side first gear 11 is in driving connection with the left side first shaft 14 through the left side shift mechanism 15. The output power of the first motor 21 is transmitted to the left wheel 31 through the left side second gear 12, the fourth gear 132, the third gear 131, the first gear 11, and the left side shift mechanism 15. The right side shift mechanism 15 is engaged to the right, i.e. the first gear. The output power of the second motor 22 is transmitted to the right wheel 32 through the right side second gear 12, the fourth gear 132, the third gear 131, the first gear 11, and the right side shift mechanism 15, thereby realizing the driving of the vehicle 3.
[0073] Specifically, when the second gear is engaged, the left side shift mechanism 15 is engaged to the right. The left side first gear 11 is in driving connection with the left side first shaft 14 through the left side shift mechanism 15. The output power of the first motor 21 is transmitted to the left wheel 31 through the left side second gear 12 and the left side shift mechanism 15. The right side shift mechanism 15 is engaged to the left, i.e. the second gear. The left side first gear 11 is in driving connection with the first shaft 14 through the right side shift mechanism 15. The output power of the second motor 22 is transmitted to the right wheel 32 through the right side second gear 12 and the right side shift mechanism 15, thereby realizing the driving of the vehicle 3.
[0074] In addition, by adjusting the rotation directions of the first motor 21 and the second motor 22, the same direction rotation and the opposite direction rotation of the left wheel 31 and the right wheel 32 can also be realized.
[0075] In order to reduce energy consumption, in the first gear and / or the second gear mode, the left wheel 31 and the right wheel 32 can realize energy recovery through the motor. That is, when the vehicle 3 is in two-wheel drive, the left wheel 31 and the right wheel 32 are in a passive state. The rotating mechanical energy of the left wheel 31 and the right wheel 32 can be transmitted to the first motor 21 and the second motor 22 through the transmission 1, so as to generate electric energy through the cooperation of the stator assembly and the rotor assembly of the motor, and realize energy recovery.
[0076] In the description of the present application, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise specifically limited.
[0077] In the above embodiments, the description of each embodiment is focused on, and the parts not described in detail in a certain embodiment can be referred to the related description of other embodiments.
[0078] The embodiments, implementation manners and related technical features of the present application can be combined or replaced with each other without conflict.
[0079] The above is only the preferred embodiment of the present application, and does not limit the present application in any form. Any simple modification, equivalent change and modification made according to the technical essence of the present application without departing from the technical solution of the present application are still within the scope of the technical solution of the present application.
Claims
1. A transmission (1) characterized by The transmission (1) comprises: a first gear (11); a second gear (12) configured to be connected with an output shaft of an electric motor; a gear set (13) drivingly connecting the first gear (11) and the second gear (12); a first shaft (14) configured to be connected with a wheel; and a shift mechanism (15) connected with the first shaft (14), the shift mechanism (15) being configured to selectively drivingly connect the first gear (11) with the first shaft (14) or drivingly connect the second gear (12) with the first shaft (14). The gear set (13) comprises a third gear (131) and a fourth gear (132), the third gear (131) and the fourth gear (132) being coaxially connected, the third gear (131) being engaged with the first gear (11), and the fourth gear (132) being engaged with the second gear (12).
2. The transmission (1) according to claim 1, characterized in that The gear set (13) further comprises a second shaft (133), the third gear (131) and the fourth gear (132) being sleeved on the second shaft (133).
3. The transmission (1) according to claim 2, characterized in that A radius of the second gear (12) is smaller than a radius of the fourth gear (132), and a radius of the third gear (131) is smaller than a radius of the first gear (11).
4. The transmission (1) according to claim 2, characterized in that The shift mechanism (15) is further configured to selectively be in a neutral position, such that the first shaft (14) is decoupled from the first gear (11) and the second gear (12).
5. The transmission (1) according to any one of claims 1-4, characterized in that, The shift mechanism (15) is located between the first gear (11) and the second gear (12).
6. The transmission (1) according to any one of claims 1-4, characterized in that, The first gear (11), the second gear (12) and gears in the gear set (13) are all helical gears.
7. The transmission (1) according to any one of claims 1-4, characterized in that, The shift mechanism (15) is any one of the following mechanisms: a meshing sleeve shifter, a synchronizer, a clutch.
8. The transmission (1) according to any one of claims 1-4, characterized in that, The motor drive assembly (2) comprises:
9. An electric motor drive assembly (2) characterised in that, a first electric motor (21); a second electric motor (22) coaxially arranged with the first electric motor (21); and two transmissions (1) according to any one of claims 1-7; wherein output shafts of the first electric motor (21) and the second electric motor (22) are respectively connected with the second gears (12) of the two transmissions (1). The motor drive assembly (2) comprises: a left wheel (31); 10. A vehicle (3), characterized in that a right wheel (32); and two transmissions (1) according to claim 9; wherein the first shaft (14) of one of the transmissions (1) is connected with the left wheel (31), and the first shaft (14) of the other of the transmissions (1) is connected with the right wheel (32).