Oil guide structure based on differential heat change sensing, speed reducer and vehicle

Abstract

The application belongs to the technical field of new energy vehicles, solves the gear sintering problem caused by the too high differential speed in the prior art, and provides an oil guiding structure based on differential heat change perception, a speed reducer and a vehicle. The oil guiding structure based on differential heat change perception comprises a speed reducer shell, an oil collecting mechanism is arranged in the speed reducer shell, and the oil collecting mechanism is used for collecting and guiding the lubricating oil in the speed reducer shell; a differential is arranged in the speed reducer shell; wherein a window is arranged on the differential shell, the window is used for guiding the lubricating oil in the oil collecting mechanism to flow into the differential shell, and the window is always located below the oil collecting mechanism. The oil collecting mechanism is arranged to lubricate the inside of the differential and take away heat, thereby preventing gear sintering.

Description

[0001] This application is a divisional application of the invention patent application filed on September 29, 2021, entitled "Anti-sintering oil guiding structure for reducer with differential, reducer and vehicle", application number 202111155320.0. Technical Field

[0002] This invention belongs to the field of new energy vehicle technology, specifically relating to an oil guiding structure, a reducer, and a vehicle based on differential heat change sensing. Background Technology

[0003] In the new energy vehicle industry, differentials are usually installed to ensure vehicle stability when turning or driving on icy or snowy roads. However, the problem of internal sintering of the differential in the reducer is already quite common.

[0004] Currently, the differentials used in the reducers of new energy vehicles are mostly planetary systems with a relatively simple structure. This structure can effectively realize the differential function of the left and right tires. However, under some extreme conditions (especially on icy and snowy roads and continuous curves), excessively high differential speed will cause the heat inside the differential to rise sharply, and the gears inside the differential will burn, thus losing the differential function. In severe cases, it may even lead to the car overturning or other safety accidents. Summary of the Invention

[0005] In view of this, the present invention provides an oil guiding structure, a reducer and a vehicle based on differential heat change sensing, in order to solve the gear sintering problem caused by excessive differential speed in the prior art.

[0006] The technical solution adopted in this invention is:

[0007] In a first aspect, the present invention provides an oil guiding structure based on differential heat change sensing, comprising:

[0008] The reducer housing has an oil collecting mechanism inside, which is used to collect and guide the lubricating oil inside the reducer housing.

[0009] A differential, including a differential housing disposed within the reducer housing;

[0010] The differential housing has two windows for the lubricating oil from the oil collecting mechanism to flow into the differential housing, and both windows are located below the oil collecting mechanism.

[0011] The oil collection mechanism includes an oil baffle and a first oil guide rib and a second oil guide rib disposed on the inner wall of the reducer housing. The two sides of the oil baffle are respectively connected to the first oil guide rib and the second oil guide rib to form an oil storage tank for storing and buffering lubricating oil.

[0012] The oil storage tank is provided with a partition plate that divides the oil storage tank into an oil storage chamber and an oil guiding chamber. The partition plate has a number of oil storage holes for lubricating oil to flow into the oil storage chamber. A first oil baffle plate is provided at the end of the oil storage chamber facing the window. The first oil baffle plate has a number of small holes.

[0013] When the temperature inside the differential is normal, the diameter of the small hole is smaller than the diameter of the oil reservoir hole, which is used to prevent the lubricating oil in the oil reservoir from falling.

[0014] When the temperature inside the differential rises, the diameter of the small hole increases, which is used to guide the lubricating oil in the oil reservoir to flow into the differential housing.

[0015] Preferably, the oil collection mechanism includes a first oil guide rib and a second oil guide rib disposed on the inner wall of the reducer housing. An oil inlet end and an oil outlet end are provided between the first oil guide rib and the second oil guide rib. The width of the oil inlet end is greater than the width of the oil outlet end. Half-shaft mounting through holes are provided at both ends of the differential housing. Half-shaft oil guide grooves for guiding oil are provided on the inner wall of the half-shaft mounting through holes.

[0016] Preferably, two lubrication ring walls are formed in the hollow cavity of the differential housing, and the two lubrication ring walls are respectively located at both ends of the hollow cavity. The lubrication ring walls are coaxially arranged with the half-shaft mounting through holes at both ends of the differential housing.

[0017] Preferably, a gasket groove is further provided in the hollow cavity of the differential housing. The gasket groove is annular and coaxially arranged with the half-shaft mounting through hole. The gasket groove is located between the lubrication ring wall and the half-shaft mounting through hole, and the radius of the gasket groove is larger than the radius of the half-shaft mounting through hole but smaller than the radius of the lubrication ring wall.

[0018] Preferably, an oil collection groove is provided in the hollow cavity of the differential housing. The oil collection groove is formed on the lubrication ring wall and is connected to the gasket groove.

[0019] Preferably, the two windows are symmetrically arranged on the differential housing.

[0020] Preferably, the position of the window corresponds to the oil outlet of the oil collection mechanism, so that for every rotation of the differential, there will be two instances where the oil outlet of the oil collection mechanism and the window are on the same straight line.

[0021] Preferably, the reducer housing includes an oil receiving portion, which includes a receiving wall and a sliding wall, the receiving wall being connected to the sliding wall, and the oil collecting mechanism being used to collect lubricating oil from the receiving wall.

[0022] Secondly, the present invention provides a speed reducer, the speed reducer including any of the above-mentioned oil guiding structures based on differential heat change sensing.

[0023] Thirdly, the present invention provides a vehicle comprising any of the above-described oil guiding structures based on differential heat change sensing or comprising the above-described reducer.

[0024] In summary, the beneficial effects of the present invention are as follows:

[0025] The oil guiding structure, reducer, and vehicle provided by this invention, based on differential heat change sensing, feature an oil collecting mechanism for collecting and guiding lubricating oil. The window on the differential housing is always located below the oil collecting mechanism, ensuring that the lubricating oil flowing from the collecting mechanism can smoothly enter the differential housing, providing lubrication. Once inside the differential housing, the flowing lubricating oil carries away the rapidly rising heat, achieving cooling and preventing gear sintering. Because the first oil baffle is close to the differential, it can clearly sense changes in internal heat. When the heat increases rapidly, the temperature rises quickly, causing the small holes on the first oil baffle to expand due to thermal expansion and contraction. This allows lubricating oil in the reservoir to flow out through the window into the differential, lubricating the internal components and carrying away heat, preventing internal sintering if the differential cannot carry out lubricating oil by rotation. Attached Figure Description

[0026] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments of the present invention will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort, and these are all within the protection scope of the present invention.

[0027] Figure 1 This is a schematic diagram of the oil guiding structure based on differential heat change sensing in Embodiment 1 of the present invention;

[0028] Figure 2 for Figure 1 Exploded view;

[0029] Figure 3 This is a partial structural diagram of the reducer housing in Embodiment 1 of the present invention;

[0030] Figure 4 This is an exploded view of the differential in Embodiment 1 of the present invention;

[0031] Figure 5 This is a schematic diagram of the planetary gear structure in Embodiment 1 of the present invention;

[0032] Figure 6 This is a cross-sectional view of the differential housing in Embodiment 1 of the present invention; Figure 7 This is a side view of the oil collection mechanism in Embodiment 2 of the present invention;

[0033] Figure 8 This is a schematic diagram of the reducer in Embodiment 3 of the present invention;

[0034] Figure 9 This is a schematic diagram of the oil circuit of the reducer in Embodiment 3 of the present invention;

[0035] Figure 10 This is a three-dimensional structural diagram of the transmission flange of the present invention;

[0036] Figure 11 This is a three-dimensional structural diagram of the transmission flange of the present invention from another perspective;

[0037] Figure 12 This is a three-dimensional view of the structure of the transmission flange of the present invention for connecting with the transmission shaft;

[0038] Figure 13 This is a side view of the transmission flange of the present invention;

[0039] Figure 14 This is a front view of the transmission flange of the present invention;

[0040] Figure 15 This is a schematic diagram of the three sets of sub-transmission structures of the present invention being disconnected;

[0041] Figure 16 This is a schematic diagram of the two sets of sub-transmission structures of the transmission flange of the present invention being staggered in the circumferential direction;

[0042] Figure 17 This is a schematic diagram of the vehicle structure in this invention.

[0043] Parts and component numbers in the diagram:

[0044] 10. Gearbox housing; 11. Oil receiving part; 111. Receiving wall; 112. Sliding wall; 113. Oil collecting mechanism; 1131. First oil guide rib; 1132. Second oil guide rib; 1133. Oil baffle; 1134. First oil baffle plate; 11341. Small hole; 1135. Second oil baffle plate; 1136. Divider plate; 11361. Oil storage hole; 1137. Oil storage cavity; 1138. Oil guide cavity; 12. Conical cavity; 121. Oil ring; 122. Bearing oil guide groove;

[0045] 20. Differential; 21. Differential housing; 211. Half-shaft mounting through hole; 212. Half-shaft oil guide groove; 213. Lubrication ring wall; 214. Gasket groove; 215. Oil collection groove; 216. Mounting platform; 2161. Flange; 22. Half-shaft bevel gear; 23. Planetary gear; 231. Planetary oil guide groove; 24. Planetary shaft;

[0046] 50. Oil supply system; 60. Lubrication system; 30. Parking system; 40. Oil circuit on / off device;

[0047] 51. Drive motor; 52. Motor controller; 53. Lubricating oil pump; 41. Solenoid valve; 41A. First valve; 41B. Second valve; 31. Hydraulic rod; 32. Hydraulic cylinder; 33. Displacement sensor;

[0048] 410. Flange body; 411. First connecting part; 412. Second connecting part; 4121. Limiting hole; 4122. Stop; 420. First transmission structure; 430. First connecting structure; 440. Second transmission structure; 441. First sub-transmission structure group; 442. Second sub-transmission structure group; 443. Third sub-transmission structure group; 444. Fourth sub-transmission structure group; 445. Fifth sub-transmission structure group;

[0049] 600. Powertrain; 700. Transmission; 800. Body. Detailed Implementation

[0050] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. In the description of the present invention, it should be understood that the terms "center," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, the element defined by the phrase "comprising..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. Where there is no conflict, embodiments of the present invention and the various features thereof can be combined with each other, all of which are within the scope of protection of the present invention.

[0051] Please see Figure 10 A vehicle is a common means of transportation, mainly composed of a power system 600, a transmission system 700, a body 800, and a chassis. The transmission system 700 includes a reducer or multi-functional reducer, a driveshaft, a differential, and a transmission flange. When the vehicle is in motion, the power from the power system 600 is transmitted to the reducer. The reducer converts the power from the power system 600 and outputs power with appropriate torque and speed. The converted power is then transmitted to the driveshaft, which transmits the power to the differential. The differential then transmits the power to the wheels on both sides. The converted power can also be transmitted to the differential. For parking and shifting, the reducer is also equipped with a shifting device and a parking device. A lubrication system is also provided for the reducer, differential, and other components to ensure lubrication.

[0052] Example 1

[0053] Please see Figures 1 to 6Embodiment 1 of the present invention discloses an oil guiding structure based on differential heat change sensing, including a reducer housing 10 and a differential 20 disposed inside the reducer housing 10. The reducer housing 10 and the differential 20 cooperate. When the vehicle is in motion, the differential 20 agitates and splashes lubricating oil onto the inner wall of the reducer housing 10. The lubricating oil flows along the inner wall of the reducer housing 10 into the differential 20, thus completing the lubrication of the differential 20.

[0054] To facilitate understanding of the specific structure of the anti-sintering oil guiding structure for the reducer with differential 20, the reducer housing 10 and differential 20 are described separately below:

[0055] Please see Figure 4 The differential 20 includes a differential housing 21, a half-shaft bevel gear 22, planetary gears 23, and a planetary shaft 24. The differential housing 21 has a spherical hollow cavity, within which the half-shaft bevel gear 22, planetary gears 23, and planetary shaft 24 are all housed. The central axis of the half-shaft bevel gear 22 is perpendicular to the central axis of the planetary gear 23, and the half-shaft bevel gear 22 meshes with the planetary gear 23, which is a bevel gear. There are two half-shaft bevel gears 22 and two planetary gears 23, coaxially arranged. The two planetary gears 23 are respectively fitted onto both ends of the planetary shaft 24, and are rotatably connected to the planetary shaft 24.

[0056] Please see Figure 6Differential housing 21: Both ends of the differential housing 21 are provided with half-shaft mounting through holes 211. The inner wall of each half-shaft mounting through hole 211 has a half-shaft oil guide groove 212 for guiding oil. The half-shaft oil guide groove 212 is spiral-shaped and extends along the axial direction of the half-shaft mounting through hole 211. A rotary bearing (not shown in the figure) is provided between the half-shaft mounting through hole 211 and the reducer housing 10. The rotary bearing is used to rotatably connect the half-shaft mounting through hole 211 and the reducer housing 10, so that the half-shaft mounting through hole 211 is fixed inside the reducer housing 10 and does not obstruct the rotation of the differential 20. When lubricating oil needs to flow into or out of the half-shaft mounting through hole 211, it will flow along the path of the half-shaft oil guide groove 212 as the differential housing 21 rotates. The spiral-shaped half-shaft oil guide groove 212 facilitates the flow of lubricating oil, especially at higher speeds. This allows the lubricating oil to flow along the spiral direction of the half-shaft oil guide groove 212 as it rotates, preventing the lubricating oil from sticking to the groove wall and failing to fall due to excessive centrifugal force at high speeds. Two lubricating ring walls 213 are provided within the hollow cavity of the differential housing 21, located at opposite ends of the hollow cavity and coaxially aligned with the half-shaft mounting through holes 211 at both ends of the differential housing 21. The lubricating ring walls 213 collect the lubricating oil splashed from the rotation of the planetary gear 23 and the half-shaft bevel gear 22, and guide the lubricating oil from one end of the hollow cavity to the other end, ensuring that the lubricating oil covers the entire inner wall of the hollow cavity as much as possible. Two symmetrical windows are provided on the differential housing 21 to facilitate the dripping of lubricating oil from the reducer. The lubricating oil can enter the hollow cavity through the windows. The two symmetrical windows serve two purposes: first, to ensure the stability of the differential housing 21 during rotation; and second, to increase the number of times lubricating oil drips into the differential housing 21. That is, the differential housing 21 will have two opportunities to receive lubricating oil for each rotation.

[0057] A gasket groove 214 is also provided in the hollow cavity of the differential housing 21. The gasket groove 214 is annular and coaxially arranged with the half-shaft mounting through hole 211. The gasket groove 214 is located between the lubrication ring wall 213 and the half-shaft mounting through hole 211, and the radius of the gasket groove 214 is larger than the radius of the half-shaft mounting through hole 211 but smaller than the radius of the lubrication ring wall 213. When lubricating oil passes through the half-shaft oil guide groove 212 in the half-shaft mounting through hole 211 at one end, the lubricating oil will flow along the half-shaft oil guide groove 212 into the gasket groove 214 that communicates with it, while the lubricating oil in the gasket groove 214 at the other end will flow out of the differential housing 21 along the half-shaft oil guide groove 212. Half-shaft washers are provided on the gasket grooves 214 at both ends of the hollow cavity to protect the half-shaft bevel gear 22 and prevent excessive wear between it and the inner wall of the differential housing 21. After the lubricating oil flows into the gasket groove 214 through the half-shaft oil guide groove 212, the lubricating oil fills the gasket groove 214 and flows through the gap between the half-shaft gasket and the half-shaft bevel gear 22, so that the half-shaft gasket and the half-shaft bevel gear 22 are fully lubricated. The rotation of the half-shaft bevel gear 22 carries away the heat generated by the friction between it and the half-shaft gasket, achieving a cooling effect. When the lubricating oil flows to the gasket groove 214 at the other end of the hollow cavity, the lubricating oil also enters between the half-shaft gasket and the half-shaft bevel gear 22 through the gap between them. With the rotation of the half-shaft bevel gear 22, the lubricating oil fully covers the half-shaft gasket and the half-shaft bevel gear 22, achieving sufficient lubrication, reducing friction, and at the same time, the lubricating oil also carries away the heat generated by friction.

[0058] An oil collection groove 215 is also provided in the hollow cavity of the differential housing 21. The oil collection groove 215 is formed on the lubrication ring wall 213 and is connected to the gasket groove 214. The contact point between the oil collection groove 215 and the lubrication ring wall 213 is chamfered to facilitate the flow of lubricating oil from the lubrication ring wall 213 into the oil collection groove 215. The contact point between the oil collection groove 215 and the gasket groove 214 is also chamfered to facilitate the flow of lubricating oil from the gasket groove 214 into the oil collection groove 215. There are four oil collection grooves 215, two of which are located on one of the lubrication ring walls 213 and the other two are located on another lubrication ring wall 213. The two oil collection grooves 215 on the same lubrication ring wall 213 are centrally symmetrically arranged so that the lubricating oil can flow into the oil collection groove 215 more evenly.

[0059] A mounting platform 216, coaxial with the half-shaft mounting through-hole 211, is provided on the outside of the differential housing 21. Several flanges 2161 are provided on the mounting platform 216 for connecting to external equipment. There are six flanges 2161, arranged in groups of three. Connecting ribs are provided between adjacent flanges 2161 in each group to enhance the stability and strength of the mounting platform 216 and the flanges 2161. The side of the connecting ribs facing away from the hollow cavity has a certain curvature to better match with external equipment and to guide the installation. Several reinforcing ribs are also provided on the outside of the differential housing 21, located on the mounting platform 216 and facing away from the flanges 2161. These reinforcing ribs are arranged circumferentially, coaxial with the half-shaft mounting through-hole 211, to increase the overall strength of the differential 20 and distribute the force to multiple points on the differential housing 21.

[0060] Please see Figure 5 Planetary gear 23: Preferably a bevel gear, planetary gear 23 is fitted onto planetary shaft 24 and rotatably connected to planetary shaft 24 to achieve differential speed adjustment of the wheels. A spiral planetary oil guide groove 231 is formed on the inner wall of planetary gear 23. The spiral planetary oil guide groove 231 allows lubricating oil to flow along the groove and repeatedly pass through the mating surface of planetary gear 23 and planetary shaft 24, continuously carrying away the heat generated by the rotational friction between planetary shaft 24 and planetary gear 23, achieving cooling and preventing sintering. Simultaneously, as the lubricating oil repeatedly passes through the mating surface, an oil film is formed on the mating surface, reducing the friction between planetary shaft 24 and planetary gear 23 and slowing down the wear rate. When the planetary gear 23 rotates in the first direction, the planetary oil guide groove 231 guides the lubricating oil adhering to the planetary shaft 24 from the hollow cavity to the outside of the differential housing 21. When the planetary gear 23 rotates in the second direction, the planetary oil guide groove 231 guides the lubricating oil from the outside of the differential housing 21 or from both ends of the planetary shaft 24 to the middle of the planetary shaft 24. This demonstrates that the spiral shape allows the lubricating oil to be guided in a regular manner according to the rotation direction of the planetary gear 23, and to fully cover the mating surfaces between the planetary gear 23 and the planetary shaft 24. The first direction refers to the axial direction from the center of the hollow cavity along the planetary shaft 24 towards the outside of the differential housing 21, where the spiral direction of the planetary oil guide groove 231 is the same as the rotation direction of the planetary gear 23. The second direction refers to the axial direction from the center of the hollow cavity along the planetary shaft 24 towards the outside of the differential housing 21, where the spiral direction of the planetary oil guide groove 231 is opposite to the rotation direction of the planetary gear 23.

[0061] Please see Figure 2The reducer housing 10 includes a conical cavity 12 and an oil receiving part 11 inside the reducer housing 10. Several reinforcing ribs are provided on the outside of the reducer housing 10 to enhance the strength of the reducer housing 10 and its ability to withstand torque.

[0062] The conical cavity 12 and the oil receiving part 11 are described separately below:

[0063] Please see Figure 3 The oil receiving part 11 is an open ring shape, including a receiving wall 111 and a sliding wall 112. The receiving wall 111 and the sliding wall 112 are connected, and the connection point has a certain curvature to facilitate the lubricating oil to slide from the receiving wall 111 onto the sliding wall 112, preventing the lubricating oil from being retained at the connection point. A V-shaped oil collecting mechanism 113 is provided on the sliding wall 112 to collect the lubricating oil from the receiving wall 111, so that most of the lubricating oil splashed by the rotation of the differential 20 flows into the oil collecting mechanism 113. It should be noted that when the vehicle is moving forward, the differential 20 rotates counterclockwise, while the oil collection mechanism 113 is always located above the differential 20. The position of the window on the differential 20 corresponds to the oil outlet of the oil collection mechanism 113. The correspondence means that for every rotation of the differential 20, the oil outlet of the oil collection mechanism 113 and the window will be on the same straight line twice, so as to ensure that the lubricating oil in the oil collection mechanism 113 can always flow into the interior of the differential 20.

[0064] The oil collecting mechanism 113 further includes: a first oil guide rib 1131, a second oil guide rib 1132, and an oil baffle 1133. The length of the first oil guide rib 1131 is less than the length of the second oil guide rib 1132. One end of the first oil guide rib 1131 contacts the connection between the receiving wall 111 and the sliding wall 112, while the other end extends to and beyond the edge of the sliding wall 112, suspended within the conical cavity 12. This prevents the lubricating oil splashed onto the receiving wall 111 or the sliding wall 112 due to the counterclockwise rotation of the differential 20 from continuing to slide out of the oil collecting mechanism 113 due to inertia, thus achieving the purpose of collecting the lubricating oil. One end of the second oil guide rib 1132 extends to and beyond the edge of the sliding wall 112, suspended in the air above the conical cavity, while the other end is fixed to the sliding wall 112, thus not obstructing the flow of lubricating oil from the receiving wall 111 into the oil collecting mechanism 113. The first oil guide rib 1131 and the second oil guide rib 1132 are inclined in opposite directions, and the width between the end of the first oil guide rib 1131 located in the conical cavity 12 and the end of the second oil guide rib 1132 located in the conical cavity 12 is smaller than the width between the end of the first oil guide rib 1131 away from the conical cavity 12 and the end of the second oil guide rib 1132 away from the conical cavity 12. The end with the smaller width serves as the oil outlet, and the end with the larger width serves as the oil inlet. In addition to collecting and guiding lubricating oil, the first oil guide rib 1131 and the second oil guide rib 1132 can also, to a certain extent, enhance the torque-bearing capacity of the reducer housing 10 and the overall strength of the reducer housing 10. An oil baffle 1133 is disposed between the first oil guide rib 1131 and the second oil guide rib 1132. One side of the oil baffle 1133 is sealed to the first oil guide rib 1131, and the other side of the oil baffle 1133 is sealed to the second oil guide rib 1132. The oil baffle 1133 is located at the oil outlet end and is used to block part of the oil outlet end. The first oil guide rib 1131, the second oil guide rib 1132, the oil baffle 1133, and the inner wall of the conical cavity together form an oil reservoir. The oil outlet end portion not blocked by the oil baffle 1133 is located at the top of the oil reservoir along its depth direction. When the lubricating oil has filled the entire oil reservoir, the lubricating oil will overflow and flow out from the oil outlet end. The oil reservoir serves to store lubricating oil and slow down and buffer the flow speed of the lubricating oil, preventing the oil from flowing too fast and causing most of the lubricating oil to flow back into the reducer housing 10 instead of entering the differential housing 21.

[0065] Please see Figure 3The conical cavity 12 has a diameter that gradually decreases along the path towards the half-shaft mounting through-hole 211. A stepped oil ring 121 is provided at one end near the half-shaft mounting through-hole 211, allowing lubricating oil to slide on the oil ring 121 and flow into the differential 20 and between the differential 20 and the bearing, thus lubricating the bearing. A bearing oil guide groove 122 is also provided on the inner wall of the conical cavity 12. The bearing oil guide groove 122 collects the lubricating oil located on the inner wall of the conical cavity 12 and guides the lubricating oil to the rotating connection between the differential 20 and the reducer housing 10. The bearing at the rotating connection is also lubricated by the lubricating oil, allowing the differential 20 to rotate more smoothly within the reducer housing 10. The lubricating oil also carries away some heat, playing a cooling role and preventing rotational jamming or excessive friction between the differential 20 and the bearing, which could lead to excessive heat rise and sintering. The bearing oil guide grooves 122 are arranged opposite each other, which can achieve the minimum number of grooves and achieve a better oil guiding effect. The cross-section of the bearing oil guide grooves 122 is rectangular and has a certain depth, which can adhere to a sufficient amount of lubricating oil, buffer the flow rate of lubricating oil, and enhance the inflow rate of lubricating oil into the bearing oil guide grooves 122.

[0066] Working principle of the invention:

[0067] In this embodiment, a reducer with a differential 20 is provided. During operation, the differential 20 rotates counter-clockwise, causing the lubricating oil below it to be carried up. Because the centrifugal force is greater than the adhesion of the oil to the differential 20, the oil detaches from the differential 20 housing and splashes onto the inner wall of the reducer housing 10. Some of the lubricating oil adhering to the inner wall of the reducer housing 10 falls back into the reducer due to insufficient adhesion, while some flows along the inner wall and eventually into the oil collection mechanism 113. The oil collection mechanism 113 collects the dispersed lubricating oil and guides it into the interior of the differential 20. Therefore, when the car turns or slips on snow, the planetary gears 23 and half-shaft bevel gears 22 inside the differential 20 can be fully lubricated by the flowing oil. The flowing lubricating oil can form an oil film between the friction pairs and carry away the heat generated between the friction pairs, thereby protecting the internal components of the differential 20.

[0068] Example 2

[0069] Please see Figure 7 The oil guiding structure based on differential heat change sensing in Embodiment 2 of the present invention is an improvement on Embodiment 1.

[0070] Specifically, the oil collecting mechanism 113 is improved. In this embodiment, the oil collecting mechanism 113 includes: a first oil guide rib 1131, a second oil guide rib 1132, a first oil baffle 1134, and a second oil baffle 1135. The first oil guide rib 1131 is longer than the first oil guide rib 1131 in Embodiment 1, and the second oil guide rib 1132 is also longer than the second oil guide rib 1132 in Embodiment 1. The length of the first oil guide rib 1131 is less than the length of the second oil guide rib 1132. The end of the first oil guide rib 1131 facing away from the receiving wall 111 extends to the edge of the sliding wall 112 and beyond the edge of the sliding wall 112, extending all the way to the vicinity of the differential 20 window. Compared to Embodiment 1, the first oil guide rib 1131 is closer to the window. The second oil guide rib 1132 extends from the end opposite to the receiving wall 111 to the edge of the sliding wall 112 and beyond the edge of the sliding wall 112, extending all the way to the vicinity of the differential 20 window. Compared to Embodiment 1, the second oil guide rib 1132 is closer to the window. The first oil guide rib 1131 and the second oil guide rib 1132 are arranged at a relative inclination. The distance between the first oil guide rib 1131 and the second oil guide rib 1132 at the end near the receiving wall 111 is greater than the distance between the first oil guide rib 1131 and the second oil guide rib 1132 at the end near the window. That is, the width of the oil inlet end of the oil collecting mechanism 113 is greater than the width of the oil outlet end, which is conducive to more conveniently collecting the discrete lubricating oil into the oil collecting mechanism 113.

[0071] One side of the first oil baffle 1134 is sealed to the first oil guide rib 1131, and the other side of the first oil baffle 1134 is sealed to the second oil guide rib 1132. One end of the second oil baffle 1135 is fixed to the inner wall of the conical cavity 12, and the end of the second oil baffle 1135 away from the conical cavity 12 is sealed to the end of the first oil baffle 1134 away from the window. A certain arc is provided at the connection between the second oil baffle 1135 and the first oil baffle 1134 to prevent lubricating oil from accumulating at the connection between the first oil baffle 1134 and the second oil baffle 1135.

[0072] An oil reservoir is formed by the first oil baffle 1134, the second oil baffle 1135, the first oil guide rib 1131, the second oil guide rib 1132, and the inner wall of the conical cavity 12. A partition plate 1136 is also provided within the oil reservoir to divide it into an oil storage chamber 1137 and an oil guide chamber 1138. The second oil baffle 1135 is vertically positioned, while the first oil baffle 1134 is inclined, with its inclination direction facing the window of the differential housing 21, facilitating the flow of lubricating oil from the first oil baffle 1134 to the window. The partition plate 1136 is also inclined, but its inclination direction is opposite to that of the first oil baffle 1134. Several oil storage holes 11361 penetrating the thickness of the partition plate 1136 are provided on the partition plate 1136. When lubricating oil flows from the sliding wall 112 to the partition plate 1136, a small portion of the lubricating oil will flow into the oil storage chamber 1137 along the oil storage holes 11361, while most of the lubricating oil will flow directly into the oil guide chamber 1138, and then be guided to the differential 20 through the oil guide chamber 1138 to lubricate the internal components of the differential 20.

[0073] Several small holes 11341 penetrating the thickness of the first oil baffle 1134 are provided on the first oil baffle 1134. The diameter of the small holes 11341 is much smaller than the diameter of the oil storage hole 11361, ensuring that under normal temperature, the lubricating oil will hardly flow out of the small holes 11341. Even if the lubricating oil drips, its dripping speed is much smaller than the speed of the lubricating oil flowing into the oil storage hole 11361, forming a speed difference. After a period of time, the oil storage cavity 1137 will be full of lubricating oil for later use.

[0074] Compared to Embodiment 1, the oil outlet of the oil collection mechanism 113 in this embodiment is located closer to the window on the differential 20, making it easier to detect changes in heat inside the differential 20. Under normal circumstances, when the differential 20 rotates, the lubricating oil located below the differential 20 is carried to the external gears of the differential 20. Due to centrifugal force, the lubricating oil splashes onto the receiving wall 111 of the reducer housing 10. The lubricating oil slides down the receiving wall 111 onto the sliding wall 112, and then into the oil collecting mechanism 113. The lubricating oil slides on the partition plate 1136 in the oil collecting mechanism 113. Part of the lubricating oil slides down through the oil storage hole 11361 into the oil storage chamber 1137, while the other part slides down along the partition plate 1136 into the oil guiding chamber 1138, and then from the oil guiding chamber 1138 into the differential housing 21, lubricating the half-shaft bevel gear 22, planetary gear 23 and planetary shaft 24 inside the differential 20. The lubricating oil carries away the heat generated between the friction pairs where it flows, thus preventing sintering. If there is no lubricating oil below the differential 20 or the lubricating oil level is too low, and the differential 20 cannot reach the lubricating oil during rotation, the lubricating oil cannot be carried to the oil collection mechanism 113. As a result, the differential 20 cannot receive lubricating oil from the oil collection mechanism 113. When the vehicle is driven under some extreme conditions (especially on icy or snowy roads or roads with continuous curves), the friction between the half-shaft bevel gear 22 and the planetary gear 23, and the friction between the planetary gear 23 and the planetary shaft 24 inside the differential 20 will increase, and the heat will rise sharply. Without lubricating oil to reduce frictional resistance and dissipate excessive heat, the differential 20 will suffer sintering damage. To prevent the lubricant from running out during operation, as mentioned above, under normal circumstances, a portion of the lubricant is stored in the oil reservoir 1137. Since the first oil baffle 1134 is relatively close to the differential 20, it can clearly feel the changes in heat inside the differential 20. When the heat increases rapidly, the temperature rises rapidly in a short time. Due to the principle of thermal expansion and contraction, the small holes 11341 on the first oil baffle 1134 will expand and enlarge, causing the lubricant in the oil reservoir 1137 to flow out from the small holes 11341 and into the differential 20 through the window on the differential 20. This lubricates the internal components of the differential 20 and carries away heat, preventing internal sintering when the differential 20 cannot carry out the lubricant by rotation.

[0075] The remaining structure and working principle of Example 2 are the same as those of Example 1.

[0076] Example 3

[0077] Embodiment 3 of the present invention discloses a speed reducer, which includes any one of the anti-sintering oil guiding structures for a speed reducer with a differential 20 as described in Embodiments 1 and 2. In Embodiment 3, the speed reducer adopts the above-described structure. When the anti-sintering oil guiding structure for the speed reducer with a differential 20 is in operation, the differential 20 rotates counterclockwise. The lubricating oil located below the differential 20 is carried up by the rotation of the differential 20. Because the centrifugal force is greater than the adhesion force of the oil to the differential 20, the oil detaches from the differential 20 housing and splashes onto the inner wall of the speed reducer housing 10. Part of the lubricating oil adhering to the inner wall of the speed reducer housing 10 will fall directly back into the speed reducer due to insufficient adhesion, while part will flow along the inner wall of the speed reducer housing 10 and eventually flow into the oil collecting mechanism 113. The oil collecting mechanism 113 collects the dispersed lubricating oil. Simultaneously, the oil collecting mechanism 113 guides the collected lubricating oil into the interior of the differential 20. Therefore, when the car turns or slips on snow, the planetary gears 23 and half-shaft bevel gears 22 inside the differential 20 can be fully lubricated by the flowing oil. The flowing lubricating oil can form an oil film between the friction pairs and carry away the heat generated between the friction pairs, thereby protecting the internal components of the differential 20.

[0078] In addition, please see Figure 8 and Figure 9The reducer also includes an oil supply system 50, a lubrication system 60, a parking system 30, and an oil circuit switching device 40. The oil supply system 50 is used to adjustably supply lubricating oil. The lubrication system 60 is connected to the oil supply system 50 and receives lubricating oil to implement a lubrication mode. The parking system 30 is connected to the oil supply system 50 and receives or discharges lubricating oil to correspondingly implement or release the parking mode. The oil circuit switching device 40 is disposed between the oil supply system 50 and both the lubrication system 60 and the parking system 30. Essentially, the lubrication system 60 and the parking system 30 are connected to the oil circuit switching device 40 in parallel, thereby allowing the oil supply system 50 to selectively supply lubricating oil to either the lubrication system 60 or the parking system 30. System 30 supplies oil, that is, when the multi-function reducer controls the oil circuit on / off device 40 through, for example, manual operation by the user on the car console or automatic operation of the car driving software, when the lubrication mode is implemented, lubricating oil is supplied to the lubrication system 60. More specifically, it can be supplied to the lubrication system 60 through the lubrication oil pipe flowing through the transmission mechanism (which will be further explained below). When the parking mode is implemented or the parking mode is released, lubricating oil is supplied to the parking system 30 to provide hydraulic pressure to achieve the parking mode, or the parking mode is released by discharging part of the lubricating oil from the parking system 30 to remove the hydraulic pressure provided to the parking system 30. In this way, since only one oil supply system 50 is needed in the multi-functional reducer to selectively supply lubricating oil to the parking system 30 and the lubrication system 60, the multi-functional reducer integrates multiple functions such as parking, releasing parking, and lubrication. Furthermore, the parking function can be released by discharging the lubricating oil supplied from the oil supply system 50 to the parking system 30. Therefore, the multi-functional reducer is a highly integrated system, which not only reduces costs and simplifies the overall system, but also facilitates manufacturing and installation. Moreover, the control of the oil circuit on / off device 40 to select the flow direction of lubricating oil simplifies the control method and improves intelligence.

[0079] Please refer to further information. Figure 8 and Figure 9In one embodiment, the oil supply system 50 includes a lubricating oil chamber (not shown) for storing lubricating oil, a drive motor 51, a motor controller 52 for controlling the operation of the drive motor 51, and a lubricating oil pump 53 that receives the driving force from the drive motor 51 to circulate the lubricating oil in the lubricating oil chamber. Therefore, the control commands received by the motor controller 52 are used to control the lubricating oil pump 53, such as its rotation direction, speed, and rotation duration. These control commands can come from an external processor or be generated by the motor controller 52 itself by receiving sensor signals. The same understanding applies to valve controllers, etc. It is understood that the lubricating oil pump 53 can change the direction of oil pumping by reversing the pump body and change the amount of oil pumped per unit time by changing the speed of the pump body, thereby achieving the expected lubrication function, parking function, and release function. Unless otherwise specified, the amount of oil pumped refers to the amount of oil flowing through or out of the lubricating oil pump 53 per unit time.

[0080] In one embodiment, the oil circuit switching device 40 includes a valve controller (not shown) and a solenoid valve 41. The solenoid valve 41 can be a two-position two-way solenoid valve, which includes a first valve 41A and a second valve 41B. The valve controller controls the opening and closing of the first valve 41A and the second valve 41B with the lubrication system 60 and the parking system 30, respectively. In this way, for the two oil circuits between the lubrication system 60 and the parking system 30 and the oil supply system 50, the corresponding oil circuits are connected or blocked under the control of the valve controller to open and close the first valve 41A and the second valve 41B. Furthermore, when the control is open, the flow rate and volume of the lubricating oil in the oil circuit can be precisely controlled by periodically opening and closing, thereby ensuring that the lubrication system 60 and the parking system 30 accurately obtain the preset value of lubricating oil.

[0081] In one embodiment, the lubrication system 60 includes a lubricating oil conduit and a transmission mechanism (not shown). The lubricating oil flows through the lubricating oil conduit and through the transmission mechanism, which includes gears and bearings that transmit the driving force of the output shaft of the power motor. The parking system 30 includes a hydraulic cylinder 32 with a hydraulic rod 31, a displacement sensor 33 for detecting the displacement of the hydraulic rod 31, and a parking mechanism (not shown) for receiving the parking force of the hydraulic rod 31. The displacement sensor 33 can detect the direction and distance of the displacement of the hydraulic rod 31 in the hydraulic cylinder 32, thereby accurately determining the position of the hydraulic rod 31 in the hydraulic cylinder 32. The parking mechanism includes, for example, ratchet and toothed teeth that can mesh with each other under the action of the force of the hydraulic rod 31 and disengage from each other after the force is removed. The specific structure of the parking mechanism is known to those skilled in the art and will not be described in detail here. As described above, by controlling the amount of lubricating oil flowing through the transmission mechanism, it is possible to ensure that the transmission mechanism obtains good lubrication and heat conduction effects under various working conditions. Moreover, by controlling the amount of lubricating oil flowing in or out of the hydraulic cylinder 32, the hydraulic rod 31 is moved out or in by a corresponding distance, thereby ensuring that the parking mechanism receives sufficient force from the hydraulic rod 31 to lock or cannot obtain the force of the hydraulic rod 31 to unlock, thereby obtaining a reliable parking state and non-parking state.

[0082] In one embodiment, the parking system 30 includes a power motor, and the multi-functional reducer also includes a temperature sensor (not shown) for detecting the operating temperature of the power motor. In the lubrication mode, the valve controller controls the opening of the first valve 41A and the closing of the second valve 41B, so that the circulation oil circuit of the lubrication system 60 and the oil supply system 50 are connected and the circulation oil circuit of the parking system 30 and the oil supply system 50 are disconnected. The motor controller 52 controls the speed of the drive motor 51 according to the temperature value detected by the temperature sensor, thereby driving the lubricating oil pump 53 to supply oil to the lubrication system 60 at a first pumping oil volume. Thus, under the pumping operation of the lubricating oil pump 53, the lubricating oil is circulated to the transmission mechanism, and the lubricating oil that has played a role in lubrication and heat absorption after passing through the transmission mechanism flows further to the lubricating oil chamber for cooling. In parking mode, the valve controller controls the opening of the second valve 41B and the closing of the first valve 41A. The circulation oil circuits of the parking system 30 and the oil supply system 50 are connected, while the circulation oil circuits of the lubrication system 60 and the oil supply system 50 are disconnected. The motor controller 52 controls the rotation speed of the drive motor 51 in the first direction based on the displacement value detected by the displacement sensor 33, thereby driving the lubricating oil pump 53 to supply oil to the hydraulic cylinder 32 at the second pump oil volume. When the displacement value is equal to the displacement threshold, the displacement threshold can be set according to the actual situation and stored in the storage module of a processor such as a CPU or PLC connected to the motor controller 52 and the valve controller. In addition, the speed threshold described below can be understood in the same way. The valve controller closes the second valve 41B, and the motor controller 52 shuts down the drive motor 51. This means that after the hydraulic rod 31 moves to a preset position to apply sufficient force (i.e., parking force) to the parking mechanism to complete the parking operation, the second valve 41B closes to maintain the lubricating oil level in the hydraulic cylinder 32, thus maintaining the hydraulic pressure supplied to the hydraulic rod 31. Furthermore, the lubricating oil pump 53 stops working, and the lubrication system 60 does not need to operate in the parking state. Therefore, the multi-functional reducer can achieve both lubrication and parking functions with highly reliable and intelligent control.

[0083] In one embodiment, the displacement value is the distance the hydraulic rod 31 moves in the direction of moving out of the hydraulic cylinder 32, as detected by the displacement sensor 33. The first pump oil volume increases or decreases with the increase or decrease of the temperature value. Specifically, the first pump oil volume = temperature value × temperature coefficient. The temperature coefficient is related to parameters such as the size of the lubrication oil pipe of the lubrication system 60, the number of lubricated parts in the transmission mechanism, and the power of the drive motor 51. Those skilled in the art can select a suitable temperature coefficient according to the actual situation. In this embodiment, the maximum value of the first pump oil volume is 18 l / min, and the maximum speed of the drive motor 51 is 6000 rpm / min. The second pump oil volume decreases with the increase of the displacement value. In this way, since the operating temperature of the power motor varies with the various transmission components of the transmission mechanism... The oil level rises and falls due to the increase or decrease of friction between components. Therefore, the oil volume of the first pump is adjusted according to the temperature value to ensure that the transmission mechanism of the lubrication system 60 is well lubricated and that the operating temperature of the power motor does not overheat, thereby ensuring the normal operation and long service life of the power motor. The oil volume of the second pump is set to decrease as the hydraulic rod 31 moves towards the direction of moving out of the hydraulic cylinder 32 and continuously applies parking force. This realizes the control of the drive motor 51 according to the parking distance. The farther the parking distance, the larger the oil volume of the second pump, so that the hydraulic rod 31 moves faster. The closer the parking distance, the smaller the oil volume of the second pump, so that the hydraulic rod 31 moves slower. This reduces the parking time to a certain extent and avoids the discomfort of the driver and passengers leaning forward or swaying when approaching the parking point during the parking process.

[0084] In one embodiment, the multi-functional reducer also has a parking release mode. In the parking release mode, the hydraulic rod 31 moves towards the hydraulic cylinder 32. The stopping position is set according to the actual situation. It is known that this stopping position is the initial position of the hydraulic rod 31 and also corresponds to the zero point value of the displacement value. The valve controller controls the opening of the second valve 41B and the closing of the first valve 41A. The motor controller 52 controls the rotation speed of the drive motor 51 in the second direction opposite to the first direction according to the displacement value detected by the displacement sensor 33, thereby driving the lubricating oil pump 53 to discharge the lubricating oil in the hydraulic cylinder 32 and return the lubricating oil to the lubricating oil chamber with a third pumping oil volume. The oil volume of the third pump increases as the displacement value decreases. According to the above description of the parking mode, during the release of the parking mode, the hydraulic rod 31 moves towards the hydraulic cylinder 32 under the action of external force. As the moving distance of the hydraulic rod 31 is greater, that is, the smaller the displacement value, the larger the oil volume of the third pump, and thus the faster the moving speed of the hydraulic rod 31. Therefore, in the initial stage of releasing the parking mode, the parking force is slowly released from the parking mechanism, which ensures reliable release of the parking mechanism and avoids the parking mechanism being affected by sudden force, thus affecting its rigidity. After the initial stage, the moving speed of the hydraulic rod 31 gradually increases, thereby reducing the time required to release the parking mode to a certain extent.

[0085] In one embodiment, the multi-functional reducer also includes a speed sensor for detecting the operating speed of the power motor. When the operating speed reaches a speed threshold, the valve controller always controls the second valve 41B to be closed. The parking mode can only be implemented when the operating speed is below the speed threshold. In this way, when a vehicle equipped with the multi-functional reducer receives the driving force of the power motor and its speed exceeds a certain threshold, the closed second valve 41B prevents lubricating oil from entering the hydraulic cylinder 32. The parking mechanism cannot obtain the parking force of the hydraulic rod 31, and the parking mode cannot be implemented, thereby ensuring the safe operation of the multi-functional reducer and the vehicle equipped with it.

[0086] Example 4

[0087] like Figure 10 As shown, this embodiment provides a transmission flange, which mainly includes a flange body 410, a first transmission structure 420, a first connection structure 430, and a second transmission structure 440.

[0088] The first transmission structure 420 is disposed on the flange body 410, and the first transmission structure 420 is used to connect with the output shaft of the reducer and transmit the torque of the output shaft of the reducer to the flange body 410.

[0089] like Figure 11 and Figure 13 As shown, the output shaft of the reducer is connected to the flange body 410 through the first transmission structure 420. When the output shaft of the reducer rotates, the torque of the output shaft of the reducer acts on the first transmission structure 420 and drives the flange body 410 to rotate together through the first transmission structure 420, so that the rotation and torque of the output shaft are transmitted to the flange body 410.

[0090] The first connecting structure 430 is disposed on the flange body 410, and the first connecting structure 430 is used to connect the flange body 410 with the drive shaft.

[0091] In this embodiment, the first connecting structure 430 serves a connecting function. The first connecting structure 430 connects the flange body 410 to the drive shaft, thereby preventing the drive shaft from becoming loose from the flange body 410.

[0092] The second transmission structure 440 is disposed at one end of the flange body 410 facing the transmission shaft. The second transmission structure 440 is used to transmit the torque of the flange body 410 to the transmission shaft and prevent the torque from being transmitted to the first connection structure 430.

[0093] When the flange body 410 rotates under the drive of the gearbox output shaft, the torque of the flange body 410 is transmitted to the drive shaft through the second transmission structure 440. During the rotation of the drive shaft driven by the flange body 410, the second transmission structure 440 is responsible for bearing the transmitted torque. Furthermore, the second transmission structure 440 also prevents torque from being transmitted to the first connecting structure 430. Thus, during the process of the flange transmitting torque to the transmission shaft, the first connecting structure 430 is not subjected to torque, making it less prone to damage. This ensures that the first connecting structure 430 can always connect the flange body 410 and the drive shaft, thereby improving the safety of the flange connection and reducing the number of first connecting structures 430, thus simplifying the structure and reducing costs.

[0094] In a preferred embodiment, the second transmission structure 440 is a rectangular tooth, which is disposed on the end face of the flange body 410 connected to the transmission shaft. The rectangular tooth on the flange body 410 is used to cooperate with the rectangular tooth on the transmission shaft to transmit torque.

[0095] The rectangular teeth are elongated and have a rectangular cross-section. In this embodiment, the drive shaft can be provided with rectangular teeth that mate with the rectangular teeth on the flange body 410. After the flange body 410 is installed and connected to the drive shaft, the end face of the flange body 410 mates with the drive shaft, and the rectangular teeth on the flange body 410 and the rectangular teeth on the drive shaft are engaged together. When the flange body 410 rotates, the rectangular teeth on the flange body 410 contact the rectangular teeth on its adjacent drive shaft, and the rectangular teeth on the flange body 410 push the rectangular teeth on its adjacent drive shaft, causing the drive shaft and the flange body 410 to rotate together. The rectangular teeth can be directly machined on the end face of the flange body 410 by milling. In order to simplify the flange structure while enabling the rectangular teeth to bear torque, the rectangular teeth are formed by two adjacent tooth grooves, and the tooth grooves are formed by the recess of the end face of the flange body 410 in the direction away from the drive shaft. Using the aforementioned structure to form rectangular teeth allows the top of the rectangular teeth to be flush with the end face of the flange body 410, thus not occupying extra space. Furthermore, the teeth can be formed simply by removing material from the existing flange body 410. The resulting rectangular teeth are an integral part of the flange body 410, minimizing impact on the original flange body 410. The overall structure is simple and has a strong load-bearing capacity.

[0096] In this embodiment, the first connecting structure 430 is connected to the drive shaft via a first connecting member; in the flange rotation direction, the fitting clearance between the first connecting member and the first connecting structure 430 is greater than the fitting clearance between the rectangular teeth on the flange body 410 and the rectangular teeth on the drive shaft.

[0097] Because the clearance between the first connector and the first connecting structure 430 is greater than the clearance between the rectangular teeth on the flange body 410 and the rectangular teeth on the drive shaft in the flange rotation direction, during flange transmission, before the first connector contacts the first connecting structure 430 and is subjected to force, the rectangular teeth on the flange body 410 contact the rectangular teeth on the drive shaft. Due to the obstruction of the rectangular teeth on the drive shaft, a clearance is always maintained between the first connector and the first connecting structure 430, thus effectively preventing torque action between the first connecting structure 430 and the first connector during transmission. The aforementioned first connector can be a bolt, and the first connecting structure 430 can be a bolt hole. When the flange body 410 is connected to the drive shaft, the bolt passes through the bolt hole.

[0098] In this embodiment, the flange body 410 is provided with multiple sets of transmission structure groups. Each set of transmission structure groups includes several first transmission structures 420 arranged in parallel with each other. The number of first connecting structures 430 is the same as the number of transmission structure groups, and the first connecting structures 430 correspond one-to-one with the transmission structure groups. The transmission structure groups are used to prevent torque from being transmitted to the corresponding first connecting structures 430.

[0099] like Figure 14 As shown, this embodiment can provide multiple first connecting structures 430 along the circumferential direction of the flange body 410 to improve the reliability of the connection. Furthermore, this embodiment adopts a one-to-one correspondence between transmission structure groups and first connecting structures 430. This ensures that each first connecting structure 430 is protected by a corresponding transmission structure group, guaranteeing that the transmission structure group preferably bears the torque, avoiding the problem that when multiple first connecting structures 430 are provided, it cannot be guaranteed that all first connecting structures 430 will not be subjected to torque. Each transmission structure group can provide multiple parallel first transmission structures 420. During transmission, each first transmission structure 420 in the same group can share the torque. Thus, the torque acting on the flange is distributed to each transmission structure group and then further distributed to each first transmission structure 420, reducing the torque borne by each first transmission mechanism while increasing the overall torque borne.

[0100] Furthermore, in the direction of rotation, the first connecting structure 430 is located at the center of its corresponding transmission structure group. By employing the aforementioned method, regardless of whether the flange body 410 rotates clockwise or counterclockwise, each first transmission structure 420 in the transmission structure group is subjected to torque before the first connecting structure 430 contacts the first connecting member, thereby ensuring that torque is not transmitted to the first connecting structure 430.

[0101] For example, six sets of transmission structure groups can be arranged on the flange body 410, each set having four rectangular teeth. These four rectangular teeth are parallel to each other and symmetrically arranged with the diameter of the flange body 410 parallel to these four rectangular teeth as the axis of symmetry. The first transmission structure 420 corresponding to this set of rectangular teeth is arranged on this axis of symmetry. The six sets of transmission structure groups are evenly distributed along the circumferential direction of the flange body 410, that is, the angle between any two adjacent sets of transmission structure groups is the same, and the interval between adjacent sets is 60 degrees. It is understood that the number of transmission groups and the number of first connecting structures 430 in each set of transmission structure groups can also be other numbers, which are not limited here.

[0102] This embodiment can employ multiple parallel rectangular teeth in a set of transmission structure groups, with the length of each rectangular tooth being the same as the radial dimension of the flange body 410 end face. Using the aforementioned method, the torque capacity of each set of transmission structure groups can be further increased without increasing the number of rectangular teeth in each group.

[0103] like Figure 13 As shown, in this embodiment, the flange body 410 includes a cylindrical first connecting portion 411 and a disc-shaped second connecting portion 412. The first connecting portion 411 and the second connecting portion 412 are arranged along the axial direction of the flange body 410. The first connecting portion 411 is provided with a through hole penetrating the connecting portion. The first transmission structure 420 is a spline, which is disposed on the through hole of the first connecting portion 411. The first connecting structure 430 is disposed on the second connecting portion 412.

[0104] When the first connecting structure 430 adopts rectangular teeth, the rectangular teeth are set on the disk surface of the second connecting part 412 facing the drive shaft.

[0105] In this embodiment, the first connecting part 411 is used to connect the flange body 410 to the reducer output shaft, while the second connecting part 412 is used to connect the flange body 410 to the drive shaft. By arranging the first connecting part 411 and the second connecting part 412 along the axial direction of the flange body 410, this embodiment compactly distributes the reducer output shaft and drive shaft on both sides of the flange in the axial direction, thus avoiding mutual interference between the power input side and the power output side.

[0106] This embodiment uses splines for power transmission on the power input side, resulting in a strong load-bearing capacity. A through hole can be machined first at the first connecting part 411, and then splines can be machined on the inner wall.

[0107] In this embodiment, the second transmission structure 440 extends radially from the inner wall of the through hole to the outer wall of the second connecting portion 412. This method fully utilizes the radial dimension of the second connecting portion 412 disk, maximizing the length of the rectangular teeth capable of withstanding torque.

[0108] When the rectangular tooth is long, its deformation under torque increases. If the deformation exceeds a certain level, insufficient contact between the same rectangular tooth and its mating teeth will reduce the load-bearing capacity of the rectangular tooth. To address this, in this embodiment, each rectangular tooth is composed of multiple shorter sub-rectangular teeth, with adjacent sub-rectangular teeth disconnected. Using this method, the deformation of each sub-rectangular tooth will not accumulate on other sub-rectangular teeth, thus distributing the deformation of the rectangular tooth among all sub-rectangular teeth. Therefore, the deformation of each sub-rectangular tooth is very small and will not exceed the level that would cause insufficient contact between the rectangular teeth. The gap between adjacent sub-rectangular teeth can be very small; therefore, using the aforementioned structure will not significantly reduce the length of the portion of the rectangular tooth that can withstand torque.

[0109] like Figure 16 As shown, in this embodiment, each transmission structure group consists of two sub-transmission structure groups, namely the first sub-transmission structure group 441 and the second sub-transmission structure group 442. The number, cross-sectional shape, and spacing of the rectangular teeth in the two sub-transmission structure groups are equal; however, the two sub-transmission structure groups are staggered in the circumferential direction, and each rectangular tooth is divided into two disconnected parts, belonging to the two sub-transmission structure groups respectively. Using the aforementioned method, the deformation of the rectangular teeth can be reduced without reducing the total length of the portion of the rectangular teeth used to bear torque. After the two sub-transmission structure groups are staggered in the circumferential direction, the force on the flange body 410 is not concentrated at the same circumferential position of the flange body 410, and the deformation of the flange body 410 is also distributed to various positions in the circumferential direction of the flange body 410.

[0110] In the first sub-drive structure group 441, one end of each rectangular tooth extends to the outer wall of the flange body 410. In this way, the milling cutter can remove material from the outside of the flange body 410 to the inside in one go to complete the machining of the rectangular teeth, which can significantly improve the machining efficiency.

[0111] In the circumferential direction, the first sub-drive structure group 441 and the second sub-drive structure group 442 can be completely offset or partially offset. When completely offset, the first sub-drive structure group 441 and the second sub-drive structure group 442 partially overlap in the radial direction. The disconnected portion of the first sub-drive structure group 441 and the second sub-drive structure group 442 on the flange body 410 cannot withstand torque, and the stress on the portion of the first sub-drive structure group 441 and the second sub-drive structure group 442 near the disconnection position will also change abruptly, all of which will affect the service life of the flange. However, after the first sub-drive structure group 441 and the second sub-drive structure group 442 partially overlap in the radial direction, the portion of the flange body 410 that cannot withstand torque in the radial direction due to the radial tooth disconnection is eliminated, and the abrupt change in stress on the portion of the first sub-drive structure group 441 and the second sub-drive structure group 442 near the disconnection position is avoided.

[0112] When the teeth are not completely staggered, the tooth grooves of the rectangular teeth in the first sub-transmission structure group 441 and the tooth tips of the rectangular teeth in the second sub-transmission structure group 442 can be aligned. By adopting the aforementioned method, the portion of the flange body 410 used to bear torque in the circumferential direction can be maximized within the same group of transmission structures, thus allowing the flange body 410 to withstand a greater amount of torque.

[0113] like Figure 15 As shown, in this embodiment, the same transmission structure group consists of three sub-transmission structure groups, which are the third sub-transmission structure group 443, the fourth sub-transmission structure group 444, and the fifth sub-transmission structure group 445, respectively, from the outer wall of the flange body 410 inwards. The rectangular teeth of each transmission structure group are disconnected from each other, and the length of the rectangular teeth of the third sub-transmission structure group 443 is less than that of the fourth sub-transmission structure group 444, the length of the rectangular teeth of the fourth sub-transmission structure group 444 is less than that of the fifth sub-transmission structure group 445. Under the same torque, the deformation of the outer side of the flange body 410 is greater than that of the inner side. This embodiment adopts the aforementioned structure in which the length of the rectangular teeth decreases from the inside to the outside, which can reduce the variance of the deformation of the rectangular teeth at various radial positions of the flange body 410, and avoid excessive deformation of the rectangular teeth at local positions in the radial direction of the flange body 410, which would affect the service life of the flange.

[0114] like Figure 12 As shown, in this embodiment, the second connecting part 412 is provided with a limiting hole 4121 that cooperates with the drive shaft. The end of the limiting hole 4121 facing the first connecting part 411 is provided with a stop 4122 for limiting the axial position of the drive shaft. The spline extends to the position of the stop 4122.

[0115] During installation, the end of the drive shaft can be inserted into the limiting hole 4121 of the second connecting part 412 until the end of the drive shaft abuts against the stop 4122. The output shaft of the gearbox can be inserted into the through hole. Because the spline in the through hole extends to the stop 4122, the distance between the position where the input torque is transmitted and the end of the drive shaft is relatively short. Using the aforementioned method shortens the distance between the position where the input torque is transmitted and the position where the output torque is transmitted, thereby reducing the deformation of the transmission components between the input and output ends under torque.

[0116] Example 5

[0117] Embodiment 5 of the present invention discloses a vehicle, which includes any one of the oil guiding structures based on differential heat change sensing in Embodiments 1 and 2, or the reducer in Embodiment 3, or the transmission flange in Embodiment 4. The vehicle in Embodiment 5 can be a traditional fuel-powered vehicle, such as a gasoline vehicle or a diesel vehicle, or a new energy vehicle. New energy vehicles include, but are not limited to, battery electric vehicles (BEV / EV), hybrid electric vehicles (HEV, PHEV, and REEV), fuel cell electric vehicles (FCEV), and solar cell vehicles.

[0118] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An oil guiding structure based on differential heat change sensing, characterized in that, include: The reducer housing has an oil collecting mechanism inside, which is used to collect and guide the lubricating oil inside the reducer housing. A differential, including a differential housing disposed within the reducer housing; The differential housing has two windows for the lubricating oil from the oil collecting mechanism to flow into the differential housing, and both windows are located below the oil collecting mechanism. The oil collection mechanism includes an oil baffle and a first oil guide rib and a second oil guide rib disposed on the inner wall of the reducer housing. The two sides of the oil baffle are respectively connected to the first oil guide rib and the second oil guide rib to form an oil storage tank for storing and buffering lubricating oil. The oil storage tank is provided with a partition plate that divides the oil storage tank into an oil storage chamber and an oil guiding chamber. The partition plate has a number of oil storage holes for lubricating oil to flow into the oil storage chamber. A first oil baffle plate is provided at the end of the oil storage chamber facing the window. The first oil baffle plate has a number of small holes. When the temperature inside the differential is normal, the diameter of the small hole is smaller than the diameter of the oil reservoir hole, which is used to prevent the lubricating oil in the oil reservoir from falling. When the temperature inside the differential rises, the diameter of the small hole increases, which is used to guide the lubricating oil in the oil reservoir to flow into the differential housing.

2. The oil guiding structure based on differential heat change sensing according to claim 1, characterized in that, The oil collection mechanism includes a first oil guide rib and a second oil guide rib disposed on the inner wall of the reducer housing. An oil inlet end and an oil outlet end are provided between the first oil guide rib and the second oil guide rib. The width of the oil inlet end is greater than the width of the oil outlet end. Half-shaft mounting through holes are provided at both ends of the differential housing. Half-shaft oil guide grooves for guiding oil are provided on the inner wall of the half-shaft mounting through holes.

3. The oil guiding structure based on differential heat change sensing according to claim 2, characterized in that, The differential housing has two lubrication ring walls in its hollow cavity. The two lubrication ring walls are located at both ends of the hollow cavity and are coaxially arranged with the half-shaft mounting through holes at both ends of the differential housing.

4. The oil guiding structure based on differential heat change sensing according to claim 3, characterized in that, A gasket groove is also provided in the hollow cavity of the differential housing. The gasket groove is annular and is coaxially arranged with the half-shaft mounting through hole. The gasket groove is located between the lubrication ring wall and the half-shaft mounting through hole, and the radius of the gasket groove is larger than the radius of the half-shaft mounting through hole but smaller than the radius of the lubrication ring wall.

5. The oil guiding structure based on differential heat change sensing according to claim 4, characterized in that, An oil collection groove is also provided in the hollow cavity of the differential housing. The oil collection groove is opened on the lubrication ring wall and is connected to the gasket groove.

6. The oil guiding structure based on differential heat change sensing according to claim 1, characterized in that, The two windows are symmetrically arranged on the differential housing.

7. The oil guiding structure based on differential heat change sensing according to claim 1, characterized in that, The window is positioned to correspond to the oil outlet of the oil collection mechanism, so that for every rotation of the differential, there will be two instances where the oil outlet of the oil collection mechanism and the window are on the same straight line.

8. The oil guiding structure based on differential heat change sensing according to any one of claims 1 to 7, characterized in that, The reducer housing includes an oil receiving section, which includes a receiving wall and a sliding wall. The receiving wall is connected to the sliding wall, and the oil collecting mechanism is used to collect lubricating oil from the receiving wall.

9. A speed reducer, characterized in that, The reducer includes an oil guide structure based on differential heat change sensing as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, The vehicle includes an oil guide structure based on differential heat change sensing as described in any one of claims 1 to 8, or a reduction gear as described in claim 9.

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