Two-gear driving assembly and new energy vehicle

Abstract

A two-gear driving assembly, comprising a driving source (1), a speed change mechanism and a speed reduction mechanism, wherein the speed change mechanism comprises an input shaft (2), an intermediate shaft (3) and an output shaft (4), which are arranged in parallel, the input shaft (2) is in transmission connection with the driving source (1), the input shaft (2) is provided with a first gear (5), the intermediate shaft (3) is provided with a second gear (6), a third gear (7) and a fourth gear (8), the output shaft (4) is provided with a fifth gear (9) and a sixth gear (10), the first gear (5) and the second gear (6) are in meshing transmission, the third gear (7) and the fifth gear (9) are in meshing transmission, the fourth gear (8) and the sixth gear (10) are in meshing transmission, the third gear (7) is in transmission connection with the intermediate shaft (3) by means of a clutch or the fifth gear (9) is in transmission connection with the output shaft (4) by means of a clutch, and the fourth gear (8) is in transmission connection with the intermediate shaft (3) by means of a clutch or the sixth gear (10) is in transmission connection with the output shaft (4) by means of a clutch; and the speed reduction mechanism is sleeved on the output shaft (4) and is in transmission connection with a differential (11). The two-gear driving assembly has the advantages of a large output torque, a compact structure, high transmission efficiency, good NVH performance, low production costs, etc. The present invention further relates to a new energy vehicle.

Description

Two-speed drive assembly and new energy vehicle

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the China Patent Office on July 18, 2023, with application number 202310880041.3 and application name “A two-speed drive assembly and new energy vehicle”, the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application belongs to the field of new energy vehicle technology, and in particular relates to a two-speed drive assembly and a new energy vehicle. Background Art

[0004] The drive assembly of new energy vehicles is generally composed of a motor and a reducer. The motor first converts electrical energy into mechanical energy to provide power for the vehicle, and then the reducer reduces the speed of the motor and amplifies the output torque of the motor to achieve the effect of deceleration and torque increase, so that the drive assembly can operate within a certain speed range and a certain driving torque.

[0005] Currently, the drive assemblies in new energy vehicles mostly utilize electric motors and fixed-ratio reducers. To meet the vehicle's maximum speed, the motor speed must be adjustable over a wide range. To maintain optimal vehicle performance, a higher-power motor must be selected for the vehicle, increasing the production cost of the drive assembly. Furthermore, the use of a fixed-ratio reducer paired with the motor means that vehicle speed can only be adjusted by adjusting the motor's speed at both low and high speeds. This requires high motor output torque and power at low speeds or when starting, while high-speed operation requires a high maximum motor speed. High-speed operation can also lead to issues with NVH (Noise, Vibration, Harshness), sealing, and durability.

[0006] Application Contents

[0007] In response to the above problems, the present application discloses a two-speed drive assembly and a new energy vehicle to overcome the above problems or at least partially solve the above problems.

[0008] In order to achieve the above objectives, this application adopts the following technical solutions:

[0009] On one hand, the present application provides a two-speed drive assembly, including a drive source, a speed change mechanism, and a speed reduction mechanism;

[0010] The speed change mechanism includes an input shaft, an intermediate shaft, and an output shaft arranged in parallel, the input shaft being transmission-connected to the drive source, the input shaft being provided with a first gear, the intermediate shaft being provided with a second gear, a third gear, and a fourth gear, and the output shaft being provided with a fifth gear and a sixth gear, the first gear and the second gear being meshed for transmission, the third gear and the fifth gear being meshed for transmission, and the fourth gear and the sixth gear being meshed for transmission, the third gear and the intermediate shaft or the fifth gear being transmission-connected via a clutch, and the fourth gear and the intermediate shaft or the sixth gear being transmission-connected via a clutch;

[0011] The speed reduction mechanism is sleeved on the output shaft and is drivingly connected to the differential.

[0012] Furthermore, the output shaft of the driving source and the input shaft of the speed change mechanism adopt an integrated structure.

[0013] Furthermore, the output shaft is a hollow shaft, and the output shaft is sleeved on the output half shaft on one side of the differential.

[0014] Furthermore, the reduction mechanism includes a sun gear, planetary gears, a ring gear and a planet carrier;

[0015] The sun gear is sleeved on the output shaft, the ring gear is coaxially sleeved on the outside of the sun gear, the planet gears are arranged between the sun gear and the ring gear, and are respectively engaged with the sun gear and the ring gear, the planet gears are connected to the planet carrier through planet shafts, and the planet carrier is connected to the housing of the differential.

[0016] Furthermore, the planet carrier and the housing of the differential adopt an integrated structure.

[0017] Furthermore, the third gear is connected to the intermediate shaft via a first clutch, and a first needle bearing is provided between the third gear and the intermediate shaft; the sixth gear is connected to the output shaft via a second clutch, and a second needle bearing is provided between the sixth gear and the output shaft.

[0018] Furthermore, the first gear and the input shaft, the second gear and the intermediate shaft, the fourth gear and the intermediate shaft, and the fifth gear and the output shaft are all connected via splines.

[0019] Furthermore, the fifth gear is connected to the output shaft via a first clutch, and a first needle roller bearing is provided between the fifth gear and the output shaft; the sixth gear is connected to the output shaft via a second clutch, and a second needle roller bearing is provided between the sixth gear and the output shaft.

[0020] Furthermore, a third clutch is provided between the differential housing and the output half-shaft on one side of the differential.

[0021] Another aspect of the present application provides a new energy vehicle, which adopts the two-speed drive assembly described above.

[0022] The advantages and beneficial effects of this application are:

[0023] In the two-speed drive assembly of the present application, a two-stage reduction in two gears with different gear ratios is achieved by arranging a parallel input shaft, an intermediate shaft and an output shaft, and a reduction mechanism is arranged between the output shaft and the differential, so that the two-speed drive assembly can output power with a high transmission ratio. While being able to meet the vehicle's maximum speed and power requirements, the requirements for the power, torque and maximum speed of the motor are reduced, thereby reducing the cost of the two-speed electric drive assembly and avoiding NVH, sealing and durability problems caused by high-speed operation of the motor. The two-speed drive assembly has the advantages of large output torque, compact structure, small space occupation, high transmission efficiency, good NVH performance and low production cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present invention. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0025] FIG1 is a schematic structural diagram of a two-speed drive assembly in first gear according to an embodiment of the present application;

[0026] FIG2 is a schematic structural diagram of a two-speed drive assembly in second gear according to an embodiment of the present application.

[0027] In the figure: 1. Drive source; 2. Input shaft; 3. Intermediate shaft; 4. Output shaft; 5. First gear; 6. Second gear; 7. Third gear; 8. Fourth gear; 9. Fifth gear; 10. Sixth gear; 11. Differential; 12. Sun gear; 13. Planetary gear; 14. Ring gear; 15. Planetary carrier; 16. First clutch; 17. First needle roller bearing; 18. Second clutch; 19. Second needle roller bearing; 20. Third clutch; 21. Left output half shaft; 22. Right output half shaft. Specific embodiments

[0028] To make the purpose, technical solutions, and advantages of this application more clear, the following will provide a clear and complete description of the technical solutions of this application in conjunction with the specific embodiments of this application and the corresponding drawings. Obviously, the embodiments described are only part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0029] The following describes in detail the technical solutions provided by various embodiments of the present application in conjunction with the accompanying drawings.

[0030] Example 1

[0031] This embodiment discloses a two-speed drive assembly, as shown in Figures 1 and 2, which includes a drive source 1, a speed change mechanism, and a speed reduction mechanism. The drive source may be an electric motor or an engine.

[0032] Specifically, the speed change mechanism includes an input shaft 2, an intermediate shaft 3, and an output shaft 4 arranged in parallel. The input shaft 2 is drivingly connected to the drive source 1. A first gear 5 is provided on the input shaft 2, a second gear 6, a third gear 7, and a fourth gear 8 are provided on the intermediate shaft 3, and a fifth gear 9 and a sixth gear 10 are provided on the output shaft 4. The first gear 5 and the second gear 6 are meshed with each other, the third gear 7 and the fifth gear 9 are meshed with each other, and the fourth gear 8 and the sixth gear 10 are meshed with each other. The third gear 7 is drivingly connected to the intermediate shaft 3 via a first clutch 16, and a first needle bearing 17 is provided between the third gear 7 and the intermediate shaft 3. The sixth gear 10 is drivingly connected to the output shaft 4 via a second clutch 18, and a second needle bearing 19 is provided between the sixth gear 10 and the output shaft 4. Furthermore, the first gear 5 and the input shaft 2, the second gear 6 and the intermediate shaft 3, the fourth gear 8 and the intermediate shaft 3, and the fifth gear 9 and the output shaft 4 are all splined.

[0033] The transmission ratio between the third gear 7 and the fifth gear 9 is different from the transmission ratio between the fourth gear 8 and the sixth gear 10, achieving two speed ratio outputs. Specifically, by controlling the first clutch 16 and the second clutch 18, the intermediate shaft 3 and the output shaft 4 can be meshed through the third gear 7 and the fifth gear 9, or through the fourth gear 8 and the sixth gear 10, enabling switching between low and high gears to meet different operating conditions. Furthermore, the input shaft 2 and the intermediate shaft 3 are meshed through the first gear 5 and the second gear 6, while the intermediate shaft 3 and the output shaft 4 are meshed through the third gear 7 and the fifth gear 9, or through the fourth gear 8 and the sixth gear 10, thereby achieving two-stage reduction.

[0034] In addition, the reduction mechanism is mounted on the output shaft 4 and is connected to the differential 11, which transmits power to the left output half shaft 21 and the right output half shaft 22 through the differential 11, thereby driving the wheels to rotate and realize power output.

[0035] In the two-speed drive assembly of this embodiment, a two-stage reduction in two gears with different gear ratios is achieved by arranging a parallel input shaft, an intermediate shaft and an output shaft, and a reduction mechanism is provided between the output shaft and the differential, so that the two-speed drive assembly can output power with a high transmission speed ratio. While being able to meet the vehicle's maximum speed and power requirements, the requirements for the power, torque and maximum speed of the motor are reduced, thereby reducing the cost of the two-speed electric drive assembly and avoiding NVH, sealing and durability problems caused by high-speed operation of the motor. The two-speed drive assembly has the advantages of large output torque, compact structure, small space occupation, high transmission efficiency, good NVH performance and low production cost.

[0036] In this embodiment, the output shaft of the drive source and the input shaft of the speed change mechanism are integrated. This reduces the impact of the output shaft of the drive source on the speed change mechanism during power transmission and reduces transmission losses. In other embodiments of the present application, the output shaft of the drive source may also be connected to the input shaft of the speed change mechanism via a coupling.

[0037] Furthermore, as shown in Figures 1 and 2, output shaft 4 is a hollow shaft. It is sleeved onto the left output axle 21 on the left side of differential 11, allowing output shaft 4 to rotate relative to left output axle 21 while remaining axially fixed. Of course, the output shaft could also be sleeved onto the right output axle on the right side of the differential, which would also fall within the scope of protection of this application. By sleeve-fitting the output shaft onto the output axle on one side of the differential, the existing volume of the differential is fully utilized, resulting in a smaller longitudinal volume for the two-speed drive assembly when mated with the differential.

[0038] Furthermore, the reduction mechanism includes a sun gear 12 , planetary gears 13 , a ring gear 14 and a planet carrier 15 .

[0039] Specifically, a sun gear 12 is mounted on the output shaft 4, and a ring gear 14 is coaxially mounted on the outside of the sun gear 12. The ring gear 14 can be fixedly connected to the transmission housing. Planetary gears 13 are disposed between the sun gear 12 and the ring gear 14, meshing with each. The planetary gears 13 are connected to a planetary carrier 15 via planetary shafts, and the planetary carrier 15 is connected to the housing of the differential 11. In this way, the power on the output shaft 4 is transmitted to the housing of the differential 11 through the sun gear 12, the planetary gears 13, and the planetary carrier 15 in sequence. By controlling the transmission ratio between the planetary gears 13 and the sun gear 12, the two-speed drive assembly can achieve high torque output. The number of planetary gears is multiple, preferably three or four.

[0040] Furthermore, the planetary carrier and differential housing are manufactured integrally using an integrated structure, which facilitates assembly of the two-speed drive assembly and makes the connection between the planetary carrier and the differential housing simpler and more secure. Of course, in other embodiments, the planetary carrier and differential housing can also be split into separate structures, manufactured separately and then fixedly connected via screws / bolts or welding. Split planetary carriers and differential housings are easier to manufacture.

[0041] In addition, a third clutch 20 is installed between the differential housing 11 and the right output axle 22 on the right side of the differential 11. When the third clutch 20 is engaged, the differential housing 11 and the right output axle 22 are locked, thereby locking the differential 11. This allows the third clutch to lock the differential if one wheel slips or loses contact with the road, transferring power to the wheel with traction and enabling the wheel to escape. Of course, the third clutch can also be installed between the differential housing and the left output axle.

[0042] The working process of the two-speed drive assembly in this embodiment is specifically as follows:

[0043] First gear implementation process: As shown in Figure 1, the first clutch 16 is controlled to disengage and the second clutch 18 is controlled to engage. At this time, power is generated by the drive source 1 and transmitted to the first gear 5 through the input shaft 2. The first gear 5 is engaged with the second gear 6 to transmit the power to the intermediate shaft 3, realizing a first-stage deceleration; the intermediate shaft 3 drives the fourth gear 8 to rotate, and the fourth gear 8 is engaged with the sixth gear 10 to transmit the power to the output shaft 4, realizing a second-stage deceleration; the output shaft 4 transmits the power to the planetary carrier 15 through the sun gear 12 and the planetary gear 13 in sequence, realizing planetary deceleration and torque increase; the planetary carrier 15 drives the housing of the differential 11 to rotate, and the power is transmitted to the wheels through the left output half shaft 21 and the right output half shaft 22, realizing the driving state of the first gear.

[0044] Second gear implementation process: As shown in Figure 2, the first clutch 16 is controlled to engage and the second clutch 18 is controlled to disengage. At this time, power is generated by the drive source 1 and transmitted to the first gear 5 through the input shaft 2. The first gear 5 is engaged with the second gear 6 to transmit the power to the intermediate shaft 3, realizing a first-stage deceleration; the intermediate shaft 3 drives the third gear 7 to rotate, and the third gear 7 is engaged with the fifth gear 9 to transmit the power to the output shaft 4, realizing a second-stage deceleration; the output shaft 4 transmits the power to the planetary carrier 15 through the sun gear 12 and the planetary gear 13 in sequence, realizing planetary deceleration and torque increase; the planetary carrier 15 drives the housing of the differential 11 to rotate, and the power is transmitted to the wheels through the left output half shaft 21 and the right output half shaft 22, realizing the driving state of the second gear.

[0045] Example 2

[0046] This embodiment differs from Example 1 in that the fifth gear is connected to the output shaft via a first clutch, with a first needle bearing interposed between the fifth gear and the output shaft; the sixth gear is connected to the output shaft via a second clutch, with a second needle bearing interposed between the sixth gear and the output shaft. This reduces the load on the drive source and conserves energy when the two-speed drive assembly is idling.

[0047] Of course, in other embodiments, the third gear and the intermediate shaft may be connected via a first clutch, and the fourth gear and the intermediate shaft may be connected via a second clutch.

[0048] Example 3

[0049] This embodiment discloses a new energy vehicle, which adopts the two-speed drive assembly in the above embodiment and has the advantages of sufficient output power, low production cost and good NVH performance.

[0050] The above description is only a specific embodiment of the present application. Based on the above teachings of the present application, those skilled in the art may make other improvements or modifications based on the above embodiments. Those skilled in the art should understand that the above description is only a better explanation of the purpose of the present application, and the scope of protection of the present application shall be based on the scope of protection of the claims.

Claims

1. A two-speed drive assembly, characterized in that: It includes a driving source, a speed changing mechanism and a speed reducing mechanism; The speed change mechanism comprises an input shaft, an intermediate shaft and an output shaft arranged in parallel, the input shaft is drivingly connected with the driving source, the input shaft is provided with a first gear, the intermediate shaft is provided with a second gear, a third gear and a fourth gear, the output shaft is provided with a fifth gear and a sixth gear, the first gear and the second gear are meshed for transmission, the third gear and the fifth gear are meshed for transmission, the fourth gear and the sixth gear are meshed for transmission, the third gear and the intermediate shaft or the fifth gear and the output shaft are connected via a clutch, the fourth gear and the intermediate shaft or the sixth gear and the output shaft are connected via a clutch; The speed reduction mechanism is sleeved on the output shaft and drivingly connected to the differential.

2. The two-speed drive assembly according to claim 1, characterized in that: The output shaft of the driving source and the input shaft of the speed change mechanism adopt an integrated structure.

3. The two-speed drive assembly according to claim 1, characterized in that: The output shaft is a hollow shaft, and the output shaft is sleeved on the output half shaft at one side of the differential.

4. The two-speed drive assembly according to claim 3, characterized in that: The speed reduction mechanism comprises a sun gear, planetary gears, a ring gear and a planet carrier; The sun gear is sleeved on the output shaft, the ring gear is coaxially sleeved on the outside of the sun gear, the planetary gears are arranged between the sun gear and the ring gear, and are respectively meshed with the sun gear and the ring gear, the planetary gears are connected to the planetary carrier through planetary shafts, and the planetary carrier is connected to the housing of the differential.

5. The two-speed drive assembly according to claim 4, characterized in that: The planet carrier and the housing of the differential adopt an integrated structure.

6. The two-speed drive assembly according to claim 1, characterized in that: The third gear is connected to the intermediate shaft via a first clutch, and a first needle bearing is provided between the third gear and the intermediate shaft; the sixth gear is connected to the output shaft via a second clutch, and a second needle bearing is provided between the sixth gear and the output shaft.

7. The two-speed drive assembly according to claim 6, characterized in that: The first gear and the input shaft, the second gear and the intermediate shaft, the fourth gear and the intermediate shaft, and the fifth gear and the output shaft are all connected via splines.

8. The two-speed drive assembly according to claim 1, characterized in that: The fifth gear is connected to the output shaft via a first clutch, and a first needle bearing is provided between the fifth gear and the output shaft; the sixth gear is connected to the output shaft via a second clutch, and a second needle bearing is provided between the sixth gear and the output shaft.

9. The two-speed drive assembly according to any one of claims 1 to 8, characterized in that: A third clutch is provided between the housing of the differential and the output half shaft on one side of the differential.

10. A new energy vehicle, characterized in that: The new energy vehicle adopts the two-speed drive assembly described in any one of claims 1 to 9.

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