Reducer, electric vehicle drive system, control method for electric vehicle drive system, and electric vehicle

Patent metadata

Field	Value
Publication number	US-10927934-B2
Application number	US-202016891679-A
Country	US
Kind code	B2
Filing date	Jun 3, 2020
Priority date	Dec 4, 2017
Publication date	Feb 23, 2021
Grant date	Feb 23, 2021

Abstract

A reducer, an electric vehicle drive system with the reducer, and a control method for the electric vehicle drive system with the reducer comprises, in a reducer, a first countershaft is transmittingly connected to a first input shaft, a second countershaft is transmittingly connected to a second input shaft, and a centralized driving piece is transmittingly connected to a power input end of a differential apparatus. A first transmission assembly and a second transmission assembly are respectively configured to connect or disconnect power transmission between the first countershaft and the centralized driving piece and connect or disconnect transmission assembly power transmission between the second countershaft and the centralized driving piece. A first output shaft and a second output shaft are transmittingly connected to two power output ends of the differential apparatus respectively.

First claim

What is claimed is:

1. A reducer, comprising:
a first input shaft;
a second input shaft;
a first countershaft coupled to the first input shaft;
a second countershaft coupled to the second input shaft;
a differential apparatus, comprising:
a power input end;
a first power output end; and
a second power output end;

a first output shaft coupled to the first power output end;
a second output shaft coupled to the second power output end;
a centralized driving piece coupled to the power input end;
a first transmission assembly configured to connect and disconnect power transmission between the first countershaft and the centralized driving piece;
a second transmission assembly configured to connect and disconnect power transmission between the second countershaft and the centralized driving piece;
a third transmission assembly configured to connect and disconnect power transmission between the first countershaft and the first output shaft; and
a fourth transmission assembly configured to connect and disconnect power transmission between the second countershaft and the second output shaft.

2. The reducer of claim 1 , wherein the centralized driving piece comprises a centralized driving shaft located between the first countershaft and the second countershaft, and wherein the first countershaft, the centralized driving shaft, and the second countershaft are coaxial.

3. The reducer of claim 2 , wherein the first transmission assembly comprises:
a first countershaft driving gear sleeved on the first countershaft and coupled to the first countershaft, wherein the first countershaft driving gear comprises a first countershaft driving gear end face;
a first countershaft synchronizer sleeved at one end of the centralized driving shaft and coupled to the centralized driving shaft, wherein the first countershaft synchronizer comprises a first countershaft synchronizer shift sleeve; and
a first countershaft joint gear ring fastened on the first countershaft driving gear end face, wherein the first countershaft synchronizer shift sleeve is slidable along a shaft direction and engageable with the first countershaft joint gear ring,
wherein the second transmission assembly comprises:
a second countershaft driving gear sleeved on the second countershaft and coupled to the second countershaft, wherein the second countershaft driving gear comprises a second countershaft driving gear end face;
a second countershaft synchronizer, sleeved at the other end of the centralized driving shaft and coupled to the centralized driving shaft, wherein the second countershaft synchronizer comprises a second countershaft synchronizer shift sleeve; and
a second countershaft joint gear ring fastened on the second countershaft driving gear end face, and wherein the second countershaft synchronizer shift sleeve is slidable along a shaft direction and engageable with the second countershaft joint gear ring.

4. The reducer of claim 3 , wherein the third transmission assembly comprises:
a first output shaft gear sleeved on the first output shaft and engaging with the first countershaft driving gear, wherein the first output shaft gear comprises a first output shaft gear end face;
a first output shaft synchronizer sleeved on the first output shaft and coupled to the first output shaft and comprising a first output shaft synchronizer shift sleeve; and
a first output shaft joint gear ring fastened on the first output shaft gear end face, wherein the first output shaft joint gear ring is close to the first output shaft synchronizer, wherein the first output shaft synchronizer shift sleeve is slidable along a shaft direction and engageable with the first output shaft joint gear ring, and
wherein the fourth transmission assembly comprises:
a second output shaft gear sleeved on the second output shaft and engaged with the second countershaft driving gear;
a second output shaft synchronizer sleeved on the second output shaft and coupled to the second output shaft, wherein the second output shaft synchronizer comprises a second output shaft synchronizer end face; and
a second output shaft joint gear ring fastened on the second output shaft gear end face, wherein the second output shaft joint gear ring is close to the second output shaft synchronizer, and wherein the second output shaft synchronizer shift sleeve is slidable along a shaft direction and engageable with the second output shaft joint gear ring.

5. The reducer of claim 3 , wherein the first countershaft synchronizer, the second countershaft synchronizer, the first output shaft synchronizer, and the second output shaft synchronizer are single-sided synchronizers.

6. The reducer of claim 2 , wherein the centralized driving piece further comprises a centralized driving gear sleeved on the centralized driving shaft and is coupled to the centralized driving shaft, wherein the centralized driving shaft comprises a centralized driving shaft end face, wherein the first transmission assembly comprises:
a first countershaft driving gear sleeved on the first countershaft and coupled to the first countershaft;
a first countershaft synchronizer sleeved on the first countershaft and coupled to the first countershaft, wherein the first countershaft synchronizer comprises a first countershaft synchronizer shift sleeve; and
a first countershaft joint gear ring fastened on one side of the centralized driving gear end face, wherein the first countershaft synchronizer shift sleeve is slidable along a shaft direction and engageable with the first countershaft joint gear ring,
wherein the second transmission assembly comprises:
a second countershaft driving gear sleeved on the second countershaft and coupled to the second countershaft;
a second countershaft synchronizer sleeved on the second countershaft and coupled to the second countershaft, wherein the second countershaft synchronizer comprises a second countershaft synchronizer shift sleeve; and
a second countershaft joint gear ring fastened on another side of the centralized driving gear end face, and wherein the second countershaft synchronizer shift sleeve is slidable along a shaft direction and engageable with the second countershaft joint gear.

7. The reducer of claim 1 , wherein the reducer further comprises:
a first input shaft gear sleeved on the first input shaft and coupled to the first input shaft;
a first countershaft driven gear sleeved on the first countershaft, coupled to the first countershaft and engaging with the first input shaft gear;
a second input shaft gear sleeved on the second input shaft and coupled to the second input shaft; and
a second countershaft driven gear sleeved on the second countershaft, coupled to the second countershaft, and engaging with the second input shaft gear.

8. The reducer of claim 1 , wherein the differential apparatus comprises:
a housing;
a main transmission gear fastened on an outer side of the housing and coupled to the centralized driving piece, wherein the main transmission gear comprises a shaft;
a planetary gear shaft fastened inside the housing and perpendicular to the shaft of the main transmission gear;
a first planetary gear sleeved on the planetary gear shaft;
a second planetary gear sleeved on the planetary gear shaft and disposed opposite to the first planetary gear;
a first side gear located between the first planetary gear and the second planetary gear and engaging with both the first planetary gear and the second planetary gear; and
a second side gear located between the first planetary gear and the second planetary gear, disposed opposite to the first side gear, and engaging with both the first planetary gear and the second planetary gear, wherein the first output shaft passes through t

Assignees

• Huawei Tech Co Ltd

Inventors

• Zheng Yihong
• Liu Xiaokang

Classifications

• F16H2048/364

  using electric or hydraulic motors · CPC title

• F16H48/36

  characterised by intentionally generating speed difference between outputs · CPC title

• B60K1/02

  comprising more than one electric motor · CPC title

• B60K17/02 Primary

  characterised by arrangement, location, or kind of clutch · CPC title

• B60K1/04

  of the electric storage means for propulsion · CPC title