Transmission system and vehicle

Abstract

The utility model provides a transmission system and a vehicle. The transmission system comprises an engine which comprises an oil pan, and an oil storage cavity is formed in the oil pan; the speed reducer comprises a speed reducer shell and a first half shaft, the speed reducer shell is arranged on one side, in the first direction, of the oil pan and connected with the oil pan, the first half shaft extends in the first direction, one end of the first half shaft is located in the speed reducer shell, and the other end of the first half shaft is located in the oil pan. The first half shaft is arranged on the two opposite side walls of the oil pan in the first direction in a penetrating mode. The support assembly is arranged on the side, away from the speed reducer shell in the first direction, of the oil pan and connected with the oil pan, the support assembly is provided with a supporting hole, and the first half shaft further penetrates through the supporting hole. The integrated design of the speed reducer and the engine can be achieved, so that the installation convenience of the speed reducer is improved, and then the arrangement convenience of the transmission system on the vehicle is improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a transmission system and a vehicle. Background Technology

[0002] The front reduction gear assembly is a key component of the vehicle's transmission system.

[0003] One type of vehicle in the related technology employs a front-engine, fuel-powered transmission. In this configuration, power is transmitted via the engine, transmission, and front driveshaft to the front reduction gear assembly, and then through the left and right drive shafts to the front wheels. For SUVs (Sport Utility Vehicles), due to their larger vertical space, the engine can be positioned higher, leaving sufficient space below for the front reduction gear assembly, making this transmission configuration relatively easy to implement. However, for sedans, the reduced vertical space allows for a lower engine placement, thus decreasing the space available for the front reduction gear assembly. This makes implementing the aforementioned transmission configuration in sedans more difficult, and in some cases, impossible.

[0004] One solution is to arrange the engine oil pan in an irregular shape, such as a saddle, to provide additional space for the reducer. However, this can lead to poor oil flow and affect engine efficiency. Utility Model Content

[0005] This application provides a transmission system and vehicle designed to improve the inconvenience of arranging reducers and half-shafts on a vehicle, thereby improving the vehicle's power performance.

[0006] The specific technical solution is as follows:

[0007] An embodiment of the first aspect of this application provides a transmission system, comprising: an engine including an oil pan having an oil reservoir; a reducer including a reducer housing and a first half-shaft, the reducer housing being disposed on one side of the oil pan along a first direction and connected to the oil pan, the first half-shaft extending along the first direction, one end of the first half-shaft being located inside the reducer housing, and the first half-shaft passing through two opposite sidewalls of the oil pan along the first direction; and a support assembly disposed on the side of the oil pan away from the reducer housing along the first direction and connected to the oil pan, the support assembly having a support hole, and the first half-shaft also passing through the support hole.

[0008] In this application, the longitudinal sequential connection of the engine, transmission, drive shaft, and front reducer in related technologies is eliminated. Instead, the reducer is fixed to the side wall of the engine oil pan, and the first half-shaft of the reducer passes sequentially through the first opening, the oil reservoir, and the second opening before connecting to the drive shaft of one wheel. That is, this application achieves an integrated design of the reducer and engine, reducing the space occupied by the engine and reducer. Furthermore, the oil pan does not need to form an irregular structure to avoid obstruction, and the engine's operating efficiency can be guaranteed. Subsequently, the front-mounted fuel transmission function of any type of vehicle can be achieved through the reasonable arrangement of other components. This design improves the ease of reducer installation, and consequently, the ease of arranging the transmission system on the vehicle.

[0009] Furthermore, the first half-shaft can be double-supported, which effectively limits its displacement and sway compared to a cantilever structure. On one hand, this helps ensure the reliability of power transmission through the first half-shaft, thereby improving the vehicle's power performance. On the other hand, it helps reduce friction and wear between the first half-shaft and other components, reduces fatigue stress caused by vibration, and lowers the probability of oil leakage at the interface between the first half-shaft and the oil pan.

[0010] Thirdly, integrating the reducer and engine into a single design can increase the vehicle's ground clearance, thereby improving its passability. Simultaneously, it can mitigate torsional vibration issues during power transmission amplified by the reducer, further enhancing the vehicle's NVH performance.

[0011] Fourthly, the convective airflow blowing towards the reducer when the vehicle is in motion will not be blocked by other transmission components. At the same time, the reducer housing can also use the oil pan for heat dissipation, which is conducive to improving the heat dissipation capacity of the reducer and improving the problem of limited maximum vehicle speed.

[0012] In some embodiments, the bracket assembly includes: a bracket body fixedly connected to the oil pan, the support hole being disposed on the bracket body; a bearing and a first oil seal, both installed in the support hole, the first oil seal being located on the side of the bearing away from the oil pan, and both the first oil seal and the bearing being sleeved on the first half-shaft.

[0013] Through the synergistic effect of the bracket body, bearings, and first oil seal, vibration, noise, oil leakage, and wear problems in the first half-shaft transmission process can be effectively reduced, thereby improving the stability of the transmission system.

[0014] In some embodiments, the bracket assembly further includes a dust cover connected to the bracket body, the dust cover being located on the side of the first oil seal opposite to the bearing, and the first half-shaft also passing through the dust cover.

[0015] By installing a dust cover on the outside of the first oil seal, secondary protection can be formed to prevent external particulate impurities such as sand, metal shavings, and fibers from entering the first oil seal and bearing, thereby improving the service life and operational reliability of the first oil seal and bearing.

[0016] In some embodiments, the edge of the reducer housing is provided with a plurality of first mounting holes spaced apart, and the edge of the bracket body is provided with a plurality of second mounting holes spaced apart, wherein both the first mounting holes and the second mounting holes are used to connect to the oil pan.

[0017] This allows for a fixed connection between the reducer housing and the oil pan, as well as a fixed connection between the bracket body and the oil pan, ensuring the connection rigidity between the two and the oil pan, thereby providing bidirectional support for the first half-shaft.

[0018] In some embodiments, the support body has multiple weight-reducing cavities on the side surface near the oil pan.

[0019] By setting a weight-reducing cavity on the support body, it is possible to reduce the weight of the support assembly while ensuring its supporting function, thereby achieving a lightweight design of the support assembly and, in turn, a lightweight design of the transmission system.

[0020] In some embodiments, the reducer housing is provided with a first through hole, and one end of the first half-shaft extends into the reducer housing through the first through hole; the reducer also includes a second oil seal sleeved on the first half-shaft, the second oil seal being installed in the first through hole and located between the reducer housing and the oil pan.

[0021] By installing a second oil seal, the probability of oil leakage from the reducer and oil pan can be reduced, and the probability of oil leakage between the lubricating oil in the reducer and the lubricating oil in the oil pan can also be reduced, thereby improving the reliability and safety of the reducer and engine.

[0022] In some embodiments, the reducer housing includes a first sub-housing and a second sub-housing that are sealed together along a first direction, the first sub-housing being located between the second sub-housing and the oil pan; a first through hole is provided in the first sub-housing, and the first sub-housing is provided with a plurality of first reinforcing ribs spaced apart along the circumferential direction of the first through hole, the first reinforcing ribs extending along the radial direction of the first through hole.

[0023] By incorporating multiple reinforcing ribs on the first sub-shell, firstly, stress concentration can be reduced, and the structural strength of the first sub-shell can be improved, thereby reducing the probability of cracks appearing in the first sub-shell and thus improving the stability and reliability of the reducer. Secondly, the reinforcing ribs expand the surface area of ​​the first sub-shell, which also helps to improve the heat dissipation performance of the reducer.

[0024] In some embodiments, the reducer further includes a second half-shaft, the second sub-house having a second through hole opposite to the first through hole, one end of the second half-shaft extending into the reducer housing through the second through hole; the second sub-house having an oil inlet and an oil outlet, the oil outlet being located at the bottom of the second sub-house, and the height of the oil inlet being higher than the height of the second through hole along the height direction of the vehicle.

[0025] This configuration ensures that the lubricating oil has a certain level, and the upper limit of the oil level can cover the moving parts that need lubrication, which also helps to improve the reliability and safety of the reducer.

[0026] In some embodiments, the reducer further includes an input drive shaft; the second sub-housing is provided with an input channel extending in a second direction, the input drive shaft is disposed in the input channel, and the outer surface of the input channel is provided with a plurality of second reinforcing ribs spaced circumferentially, the second reinforcing ribs extending in a second direction, the second direction being perpendicular to the first direction.

[0027] By providing a second reinforcing rib on the outer surface of the input channel, the structural rigidity of the second sub-shell is improved, reducing the probability of cracking. Furthermore, the presence of the second reinforcing rib allows for a reduction in the wall thickness of the input channel, thus contributing to the lightweight design of the reducer.

[0028] An embodiment of the second aspect of this application provides a vehicle including the transmission system described in the first aspect. Attached Figure Description

[0029] Figure 1 This is a partial structural schematic diagram of a transmission system provided in one embodiment of this application;

[0030] Figure 2 This is a schematic diagram of the structure of a reducer and bracket assembly provided in one embodiment of this application;

[0031] Figure 3 A schematic diagram of the reducer and bracket assembly provided in one embodiment of this application from another perspective;

[0032] Figure 4 for Figure 3 Schematic diagram of the cross-sectional structure at point AA;

[0033] Figure 5 This is a schematic diagram of the structure of a support body provided in one embodiment of this application;

[0034] Figure 6 A schematic diagram of the reducer (with the first half-shaft removed) provided in an embodiment of this application from a certain perspective;

[0035] Figure 7 This is a schematic diagram of the reducer (with the first half-shaft removed) provided in one embodiment of this application from another perspective.

[0036] The annotations in the attached figures are explained as follows:

[0037] 10. Transmission system;

[0038] 100. Oil pan; 101. Oil reservoir; 102. First hole; 103. Second hole;

[0039] 200. Reducer; 210. Reducer housing; 211. First mounting hole; 212. First through hole; 213. First sub-housing; 214. Second sub-housing; 2131. First reinforcing rib; 215. Second through hole; 2141. Oil inlet; 2142. Oil drain; 216. Input channel; 2161. Second reinforcing rib; 220. First half-shaft; 230. Second oil seal; 240. Reduction gear; 250. Differential; 251. Half-shaft gear; 260. Input drive shaft;

[0040] 300, bracket assembly; 301, support hole; 310, bracket body; 311, second mounting hole; 312, weight reduction cavity; 320, bearing; 330, dust cover. Detailed Implementation

[0041] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0042] In the description of this application, it should be understood that if terms such as "upper," "lower," "left," and "right" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, they are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, the terms used to describe positional relationships in the accompanying drawings are only for illustrative purposes and should not be construed as limiting this application. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0043] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0044] In the description of this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0045] As described in the background section, SUVs, with their larger vertical space, allow for a higher engine placement, leaving room for the front reduction gear assembly. This makes a longitudinally front-mounted transmission configuration (engine, transmission, driveshaft, and final drive) relatively easy to implement. However, sedans, with their smaller vertical space, have a lower engine placement, reducing the space available for the front reduction gear. This makes a front-mounted fuel-drive transmission configuration more difficult, if not impossible, to implement in sedans.

[0046] Based on the above problems, this application proposes a transmission system and vehicle to improve the inconvenience of arranging reducers and half-shafts on a vehicle, thereby improving the vehicle's power performance.

[0047] like Figures 1 to 3 As shown, an embodiment of the first aspect of this application provides a transmission system 10. The transmission system 10 includes an engine, a reducer 200, and a support assembly 300. The engine includes an oil pan 100, which forms an oil reservoir 101. The reducer 200 includes a reducer housing 210 and a first half-shaft 220. The reducer housing 210 is disposed on one side of the oil pan 100 along a first direction Y and connected to the oil pan 100. The first half-shaft 220 extends along the first direction Y, with one end of the first half-shaft 220 located inside the reducer housing 210. The first half-shaft 220 passes through two opposite sidewalls of the oil pan 100 along the first direction Y. The support assembly 300 is disposed on the side of the oil pan 100 away from the reducer housing 210 and connected to the oil pan 100. The support assembly 300 has a support hole 301, and the first half-shaft 220 also passes through the support hole 301.

[0048] The oil pan 100 is a key component of the engine lubrication system. It is usually located at the bottom of the engine and connected to the lower end of the engine block, thus forming a closed oil storage space. The main function of the oil reservoir 101 is to store and cool the engine oil, provide a suction source for the oil pump, and ensure continuous lubrication of various moving parts of the engine, such as the crankshaft, connecting rods, and camshaft.

[0049] The oil pan 100 can be made of metal materials such as cast iron or aluminum alloy. Cast iron has good casting performance and high strength, and can withstand large loads; aluminum alloy has the advantages of light weight and good heat dissipation performance. The engine oil in the oil reservoir 101 comes into contact with the outside air through the oil pan 100, which can help dissipate the heat of the engine oil and reduce the engine oil temperature.

[0050] The reducer 200 is used to achieve functions such as vehicle deceleration and torque increase, changing the direction of power transmission, and power distribution. The reducer 200 can be the front main reducer of the vehicle. The reducer housing 210 is the protective base of the reducer 200, and it can also be made of metal materials such as cast iron or aluminum alloy.

[0051] The half-shaft, also known as the drive shaft, primarily connects the differential and drive wheels within the reducer 200, transmitting the output torque of the reducer 200 and enabling the drive wheels to propel the vehicle. The first half-shaft 220 is one of the output shafts of the reducer 200, used to transmit output power from one side of the reducer 200. The first direction Y can be the left-right direction of the vehicle. The first half-shaft 220 passes through two opposite sidewalls of the oil pan 100 along the first direction Y. That is, the oil pan 100 also has a first hole 102 and a second hole 103 communicating with the oil reservoir 101, with the first hole 102 and the second hole 103 arranged opposite each other along the first direction Y. Compared to related technologies, the length of the first half-shaft 220 in this application is increased to allow it to pass through the first hole 102 and the second hole 103 of the oil pan 100. The end of the first half-shaft 220 furthest from the reducer housing 210 is used to connect to the drive shaft of the wheel. Figure 2 As shown, the end of the first half-shaft 220 away from the reducer housing 210 is defined as the far end, and the end of the first half-shaft 220 close to the reducer housing 210 is defined as the near end. The far end of the first half-shaft 220 is provided with a spline, which helps to improve the convenience of connecting the first half-shaft 220 and the wheel drive shaft.

[0052] It is understood that the reducer 200 also has a second half-shaft (not shown in the figure) disposed opposite to the first half-shaft 220, both of which extend into the reducer housing 210. When the reducer housing 210 is connected to the left side wall of the oil pan 100, the first half-shaft 220 is the right drive half-shaft of the reducer 200, and the second half-shaft is the left drive half-shaft of the reducer 200; when the reducer 200 is connected to the right side wall of the oil pan 100, the first half-shaft 220 is the left drive half-shaft of the reducer 200, and the second half-shaft is the right drive half-shaft of the reducer 200.

[0053] The bracket assembly 300 and the reducer 200 are respectively fixedly installed on opposite sides of the oil pan 100 along the first direction Y. The first half-shaft 220 is also inserted into the support hole 301 of the bracket assembly 300, so that the bracket assembly 300 can support the first half-shaft 220 at the far end.

[0054] In this application, the longitudinally connected arrangement of the engine, transmission, drive shaft, and front reducer in related technologies is eliminated. Instead, the reducer 200 is fixed to the side wall of the engine oil pan 100, and the first half-shaft 220 of the reducer 200 passes sequentially through the first hole 102, the oil reservoir 101, and the second hole 103 before connecting to the wheel drive shaft on one side. That is, this application achieves an integrated design of the reducer 200 and the engine, reducing the space occupied by the engine and reducer 200. Furthermore, the oil pan 100 does not need to form an irregular shape to avoid problems caused by an irregular shape, thus ensuring engine efficiency. Subsequently, the front-mounted fuel transmission function of any type of vehicle can be achieved through the reasonable arrangement of other components. This arrangement improves the ease of installation of the reducer 200, and consequently improves the ease of placement of the transmission system 10 on the vehicle.

[0055] Furthermore, the end of the first half-shaft 220 extending out of the oil pan 100 also passes through the support hole 301 of the bracket assembly 300. In this way, the proximal end of the first half-shaft 220 is supported by the reducer 200, and the distal end of the first half-shaft 220 is supported by the bracket assembly 300, thus forming a double support for the first half-shaft 220. Compared to a cantilever structure, this effectively limits the displacement and sway of the first half-shaft 220. On the one hand, this helps ensure the reliability of power transmission through the first half-shaft 220, thereby improving the vehicle's power performance. On the other hand, it helps reduce friction and wear between the first half-shaft 220 and other components, reduces fatigue stress caused by vibration, and lowers the probability of oil leakage at the interface between the first half-shaft 220 and the oil pan 100.

[0056] Thirdly, the integrated design of the reducer 200 and the engine increases the vehicle's ground clearance, thereby improving its passability. Simultaneously, the more rigid and tighter connection between the two mitigates torsional vibration issues during power transmission amplified by the reducer 200, further enhancing the vehicle's NVH (Noise, Vibration, Harshness) performance.

[0057] Fourthly, the reducer 200 is connected to one side wall of the oil pan 100, so that the convective air blowing towards the reducer 200 when the vehicle is running will not be blocked by other transmission components. At the same time, the reducer housing 210 can also use the oil pan 100 for heat dissipation. The lubricating oil in the oil pan 100 can absorb some of the heat of the reducer 200 during circulation, and the large surface area of ​​the oil pan 100 also helps to dissipate heat. This also helps to improve the heat dissipation capacity of the reducer 200 and improve the problem of the vehicle's maximum speed limitation.

[0058] In some embodiments, such as Figure 3 , Figure 4 and Figure 5 As shown, the bracket assembly 300 includes a bracket body 310, a bearing 320, and a first oil seal (not shown in the figure). The bracket body 310 is fixedly connected to the oil pan 100. A support hole 301 is provided on the bracket body 310. The bearing 320 and the first oil seal are both installed in the support hole 301. The first oil seal is located on the side of the bearing 320 away from the oil pan 100. The first oil seal and the bearing 320 are both sleeved on the first half-shaft 220.

[0059] This configuration has several advantages. First, it creates a high-strength, rigid support structure between the bracket body 310 and the oil pan 100, ensuring stable axial and radial positioning of the first half-shaft 220 under high-speed rotation or load conditions. This helps reduce the probability of transmission failure due to vibration or deformation. Second, by using the bearing 320, the friction between the first half-shaft 220 and the support hole 301 is reduced, improving transmission efficiency, reducing energy loss and heat generation, and ensuring the coaxiality of the first half-shaft 220 during rotation. Third, by using the first oil seal and placing it on the outside of the bearing 320, the probability of lubricating oil leakage along the axial direction of the first half-shaft 220 is reduced while ensuring lubrication of the bearing 320. This improves the reliability and safety of engine operation. Furthermore, the synergistic effect of the bracket body 310, bearing 320, and first oil seal effectively reduces vibration, noise, oil leakage, and wear during the transmission process of the first half-shaft 220, thus enhancing the stability of the entire transmission system 10.

[0060] In some embodiments, such as Figure 3 and Figure 4 As shown, the bracket assembly 300 also includes a dust cover 330 connected to the bracket body 310. The dust cover 330 is located on the side of the first oil seal away from the bearing 320, and the first half-shaft 220 is also inserted through the dust cover 330.

[0061] By installing a dust cover 330 on the outside of the first oil seal, secondary protection can be formed to prevent external particulate impurities such as sand, metal shavings, and fibers from entering the first oil seal and bearing 320, thereby improving the service life and operational reliability of the first oil seal and bearing 320. Optionally, the dust cover 330 can be connected to the bracket body 310 by clamps.

[0062] In some embodiments, such as Figure 5 and Figure 6 As shown, the edge of the reducer housing 210 is provided with a plurality of first mounting holes 211 at intervals, and the edge of the bracket body 310 is provided with a plurality of second mounting holes 311 at intervals. The first mounting holes 211 and the second mounting holes 311 are both used to connect with the oil pan 100.

[0063] This achieves a fixed connection between the reducer housing 210 and the oil pan 100, as well as a fixed connection between the bracket body 310 and the oil pan 100, ensuring the connection rigidity between them and the oil pan 100, thus providing bidirectional support for the first half-shaft 220. This benefits both the reliability of power transmission from the first half-shaft 220, thereby improving the vehicle's power performance, and the reduction of friction and wear between the first half-shaft 220 and other components, thereby lowering the probability of oil leakage at the interface between the first half-shaft 220 and the oil pan 100.

[0064] In one specific embodiment, there are four first mounting holes 211, which are spaced apart along the edge of the reducer housing 210, thereby improving the reliability of the connection between the reducer housing 210 and the oil pan 100.

[0065] In one specific embodiment, there are four second mounting holes 311, which are spaced apart along the edge of the bracket body 310, thereby improving the reliability of the connection between the bracket body 310 and the oil pan 100.

[0066] In some embodiments, such as Figure 2 As shown, the support body 310 has multiple weight-reducing cavities 312 on one side surface near the oil pan 100.

[0067] Since this application adds a support assembly 300 that supports the far end of the first half-shaft 220, by setting a weight reduction cavity 312 on the support body 310, it is beneficial to reduce the weight of the support assembly 300 while ensuring the supporting function of the support assembly 300, thereby achieving a lightweight design of the support assembly 300, and thus benefiting the lightweight design of the transmission system 10.

[0068] In some embodiments, such as Figure 3 , Figure 4 and Figure 6 As shown, the reducer housing 210 is provided with a first through hole 212. One end of the first half shaft 220 extends into the reducer housing 210 through the first through hole 212. The reducer 200 also includes a second oil seal 230 sleeved on the first half shaft 220. The second oil seal 230 is installed in the first through hole 212 and is located between the reducer housing 210 and the oil pan 100.

[0069] In this embodiment, the first through hole 212 is used to allow the first half-shaft 220 to extend into the reducer housing 210. Since the first half-shaft 220 passes through the oil pan 100 from the side where the reducer 200 is located and extends to the side where the bracket assembly 300 is located, the oil leakage problem between the oil pan 100 and the reducer 200 also needs to be considered. By setting the second oil seal 230, on the one hand, the probability of oil leakage between the reducer 200 and the oil pan 100 can be reduced, and on the other hand, the probability of cross-contamination between the lubricating oil in the reducer 200 and the lubricating oil in the oil pan 100 can be reduced, thereby improving the reliability and safety of the reducer 200 and the engine.

[0070] In some embodiments, such as Figure 3 , Figure 4 and Figure 6 As shown, the reducer housing 210 includes a first sub-housing 213 and a second sub-housing 214 that are sealed together along the first direction Y. The first sub-housing 213 is located between the second sub-housing 214 and the oil pan 100. A first through hole 212 is provided in the first sub-housing 213. The first sub-housing 213 is provided with a plurality of first reinforcing ribs 2131 at intervals along the circumferential direction of the first through hole 212. The first reinforcing ribs 2131 extend along the radial direction of the first through hole 212.

[0071] In this embodiment, the reducer housing 210 is composed of a first sub-housing 213 and a second sub-housing 214. The first sub-housing 213 and the second sub-housing 214 can be sealed with sealing gaskets, sealing rings and other sealing components, and then connected by connecting components, which helps to improve the convenience of disassembly, assembly and maintenance of the reducer 200.

[0072] Since the first sub-shell 213 is directly connected to the oil pan 100, it needs to withstand the torque of the first half-shaft 220, the vibration load of the oil pan 100, and its own vibration load. By setting multiple first reinforcing ribs 2131 on the first sub-shell 213, firstly, stress concentration can be reduced, the structural strength of the first sub-shell 213 can be improved, thereby reducing the probability of cracks in the first sub-shell 213 and thus improving the stability and reliability of the reducer 200. Secondly, the first reinforcing ribs 2131 expand the surface area of ​​the first sub-shell 213, which also helps to improve the heat dissipation performance of the reducer 200.

[0073] In some embodiments, such as Figure 1 , Figure 2 and Figure 7 As shown, the reducer 200 also includes a second half-shaft (not shown in the figure). The second sub-house 214 is provided with a second through hole 215 opposite to the first through hole 212. One end of the second half-shaft extends into the reducer housing 210 through the second through hole 215. The second sub-house 214 is provided with an oil inlet 2141 and an oil drain 2142. The oil drain 2142 is located at the bottom of the second sub-house 214. Along the height direction Z of the vehicle, the height of the oil inlet 2141 is higher than the height of the second through hole 215.

[0074] In this embodiment, the second through hole 215 is positioned opposite to the first through hole 212. The second half-shaft extends into the reducer housing 210 through the second through hole 215 to transmit the driving force to the other side of the reducer 200. By providing an oil inlet 2141 and an oil drain 2142 on the second sub-housing 214, the convenience of adding and draining oil into the reducer 200 is improved. Furthermore, the height of the oil inlet 2141 is higher than the height of the second through hole 215, ensuring a certain level of lubricating oil. The upper limit of the oil level can cover the moving parts requiring lubrication, thereby also improving the reliability and safety of the reducer 200's operation.

[0075] In some embodiments, such as Figure 4 As shown, the reducer 200 also includes a reduction gear 240 and a differential 250 disposed within the reducer housing 210. The differential 250 includes a half-shaft gear 251, and a first half-shaft 220 is connected to the half-shaft gear 251. It can be understood that there are two half-shaft gears 251, with the first half-shaft 220 connected to one half-shaft gear 251 and the second half-shaft connected to the other half-shaft gear 251.

[0076] The reduction gear 240 is the core component of the reducer 200, used to realize the reduction and torque increase function of the reducer 200. The differential 250 is the key component in the reducer 200 to realize the differential function. When the vehicle turns, the differential 250 can make the left and right wheels rotate at different speeds, thereby ensuring smooth turning of the vehicle. The differential 250 is mainly composed of a differential housing, planetary gears and half-shaft gears 251 located in the differential housing, etc.

[0077] The reduction gear 240 may include a driving gear and a driven gear. The power transmission path of the reducer 200 is as follows: First, the driving gear connects to the input drive shaft to receive the driving force from the power source. Then, the driven gear meshes with the driving gear to achieve the speed reduction and torque increase function of the reducer 200. Afterward, the driven gear connects to the differential housing and transmits the driving force to the differential 250. Finally, the two half-shaft gears 251 of the differential 250 distribute the power to the first half-shaft 220 and the second half-shaft, respectively.

[0078] In some embodiments, such as Figure 1 , Figure 2 and Figure 7 As shown, the reducer 200 also includes an input drive shaft 260. An input channel 216 extending along a second direction X is provided on the second sub-housing 214. The input drive shaft 260 is disposed within the input channel 216. A plurality of second reinforcing ribs 2161 are spaced circumferentially on the outer surface of the input channel 216, and the second reinforcing ribs 2161 extend along the second direction X. The second direction X is perpendicular to the first direction Y, and the second direction X can be the longitudinal direction of the vehicle.

[0079] In this embodiment, the input channel 216 is entirely formed on the second sub-shell 214. Compared to the method in related technologies where the two sub-shells of the reducer are spliced ​​together to form the input channel, the input channel 216 in this embodiment is seamless and can be manufactured through a one-time molding process, thereby improving sealing performance and assembly convenience, and reducing the production cycle. Furthermore, by providing a second reinforcing rib 2161 on the outer surface of the input channel 216, the structural rigidity of the second sub-shell 214 is improved, reducing the probability of cracking in the second sub-shell 214. Moreover, due to the provision of the second reinforcing rib 2161, the wall thickness of the input channel 216 can be appropriately reduced, thus helping to meet the lightweight requirements of the reducer 200.

[0080] The second aspect of this application provides a vehicle including the transmission system 10 described in the first aspect. This improves the ease of installation of the reducer 200, and consequently, the ease of arranging the transmission system 10 in the vehicle. Furthermore, it reduces the probability of oil leakage at the interface between the first half-shaft 220 and the oil pan 100. Thirdly, it improves the vehicle's passability and NVH performance. Fourthly, it enhances the heat dissipation capacity of the reducer 200, mitigating the limitation on the vehicle's maximum speed.

[0081] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A transmission system, characterized in that, include: An engine, including an oil pan having an oil reservoir; A speed reducer includes a speed reducer housing and a first half-shaft. The speed reducer housing is disposed on one side of the oil pan along a first direction and connected to the oil pan. The first half-shaft extends along the first direction, with one end of the first half-shaft located inside the speed reducer housing. The first half-shaft passes through two opposite sidewalls of the oil pan along the first direction. A bracket assembly is disposed on the side of the oil pan away from the reducer housing along the first direction and connected to the oil pan. The bracket assembly has a support hole, and the first half-shaft also passes through the support hole.

2. The transmission system according to claim 1, characterized in that, The support assembly includes: The bracket body is fixedly connected to the oil pan, and the support hole is provided on the bracket body; The bearing and the first oil seal are both installed in the support hole. The first oil seal is located on the side of the bearing away from the oil pan. Both the first oil seal and the bearing are sleeved on the first half shaft.

3. The transmission system according to claim 2, characterized in that, The bracket assembly also includes a dust cover connected to the bracket body, the dust cover being located on the side of the first oil seal away from the bearing, and the first half-shaft passing through the dust cover.

4. The transmission system according to claim 2, characterized in that, The edge of the reducer housing is provided with a plurality of first mounting holes spaced apart, and the edge of the bracket body is provided with a plurality of second mounting holes spaced apart. Both the first mounting holes and the second mounting holes are used to connect with the oil pan.

5. The transmission system according to claim 2, characterized in that, The support body has multiple weight-reducing cavities on the side surface near the oil pan.

6. The transmission system according to claim 1, characterized in that, The reducer housing is provided with a first through hole, and one end of the first half-shaft extends into the reducer housing through the first through hole; The reducer also includes a second oil seal sleeved on the first half-shaft, the second oil seal being installed in the first through hole and located between the reducer housing and the oil pan.

7. The transmission system according to claim 6, characterized in that, The reducer housing includes a first sub-housing and a second sub-housing that are sealed together along the first direction, with the first sub-housing located between the second sub-housing and the oil pan. The first through hole is provided in the first sub-shell, and the first sub-shell is provided with a plurality of first reinforcing ribs at intervals along the circumferential direction of the first through hole, and the first reinforcing ribs extend along the radial direction of the first through hole.

8. The transmission system according to claim 7, characterized in that, The reducer also includes a second half-shaft, and the second sub-house is provided with a second through hole opposite to the first through hole. One end of the second half-shaft extends into the reducer housing through the second through hole. The second sub-shell is provided with an oil inlet and an oil outlet. The oil outlet is located at the bottom of the second sub-shell. Along the height direction of the vehicle, the height of the oil inlet is higher than the height of the second through hole.

9. The transmission system according to claim 7, characterized in that, The reducer also includes an input drive shaft; The second sub-shell is provided with an input channel extending along a second direction. The input drive shaft is located in the input channel. The outer surface of the input channel is provided with a plurality of second reinforcing ribs spaced circumferentially. The second reinforcing ribs extend along the second direction, which is perpendicular to the first direction.

10. A vehicle, characterized in that, The transmission system includes any one of claims 1-9.

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