Retarder assembly and vehicle

Abstract

The application relates to a reducer assembly and a vehicle, which comprises: an input structure connected with a power source; a first output shaft connected with one of the wheels on an axle; a first conversion assembly controllably connecting or disconnecting the first output shaft with the input structure; a second output shaft connected with the other wheel on the axle; and a second conversion assembly controllably connecting or disconnecting the second output shaft with the input structure. When the vehicle is running in a 6x2 driving mode, the first conversion assembly and the second conversion assembly are controlled to disconnect the first output shaft and the second output shaft with the input structure respectively, the first output shaft and the second output shaft are idling with the two wheels respectively, and the components in the input structure are in a static state, so that the drag force on the wheels during following is greatly reduced, and the fuel consumption of the vehicle in the 6x2 driving mode is lowered.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a reducer assembly and a vehicle. Background Technology

[0002] Currently, the most mainstream heavy-duty commercial vehicle in China, with the largest market share, is the 6×4 tractor truck. A 6×4 tractor truck refers to a vehicle with four drive wheels for traction. While a 6×4 drive system provides strong power when the vehicle is fully loaded, the power required decreases significantly when the vehicle is unloaded or reaches a certain speed. Continuing to use the 6×4 drive system would increase fuel consumption.

[0003] Therefore, some 6×4 tractor units are equipped with a drive conversion function. When the vehicle reaches a certain speed, it will switch to a 6×2 drive mode, that is, only the two wheels on the middle axle are used as drive wheels for traction, while the two wheels on the rear axle are used as follow wheels to move with the vehicle, in order to reduce fuel consumption during the vehicle's operation.

[0004] The existing rear axle consists of a driveshaft, a driving bevel gear, and a driven bevel gear. When the vehicle is driven in a 6×4 drive mode, the driveshaft is connected to the engine and receives power from the engine. This power is then transmitted to the two wheels after being reduced in speed by the driveshaft, driving bevel gear, and driven bevel gear, thus driving the two wheels of the rear axle for traction. However, when the vehicle is driven in a 6×2 drive mode, the driveshaft is disconnected from the engine, and all engine power is transmitted to the two wheels of the middle axle. Although the driveshaft no longer receives power, because the driveshaft, driving bevel gear, and driven bevel gear are always connected to the wheels, the two wheels of the rear axle, acting as follower wheels, will drag the driveshaft, driving bevel gear, and driven bevel gear as they move with the vehicle, resulting in a waste of vehicle traction. Summary of the Invention

[0005] Therefore, it is necessary to provide a reducer assembly and vehicle that improves upon the aforementioned defects, addressing the problem of wasted vehicle traction when the vehicle is driven in a 6×2 drive mode.

[0006] A speed reducer assembly, comprising:

[0007] The input structure is used to connect to the power source;

[0008] The first output shaft is used to connect to one of the wheels on the axle;

[0009] The first conversion component can controllably connect or disconnect the first output shaft from the input structure.

[0010] The second output shaft is used to connect to another wheel on the axle;

[0011] The second conversion component can controllably connect or disconnect the second output shaft from the input structure.

[0012] In one embodiment, the input structure includes a differential, which includes a first half-shaft gear and a second half-shaft gear, the first half-shaft gear being sleeved on the first output shaft, and the first conversion component being controllably capable of connecting or disconnecting the first output shaft from the first half-shaft gear.

[0013] The second half-shaft gear is sleeved on the second output shaft, and the second conversion component can controllably connect or disconnect the second output shaft from the first half-shaft gear.

[0014] In one embodiment, the input structure further includes a locking element, the differential includes a driven bevel gear sleeved on the first half-shaft, the locking element is fixedly connected to the driven bevel gear, and the first conversion assembly can controllably connect or disconnect the first output shaft from the locking element.

[0015] In one embodiment, the first conversion component includes a first clutch and a differential mounted on the first clutch, the first clutch being mounted on the first output shaft and movable along the longitudinal direction of the first output shaft;

[0016] During the movement, the first clutch sequentially passes through the first position, the second position, and the third position. When the first clutch is in the first position, the first clutch and the first half-shaft gear are separated from each other, and the differential and the locking element are separated from each other.

[0017] When the first clutch is in the second position, the first clutch is connected to the first half-shaft gear, and the differential and the locking member are separated from each other.

[0018] When the first clutch is in the third position, the first clutch is connected to the first half-shaft gear, and the differential is connected to the locking member.

[0019] In one embodiment, the first clutch is provided with a first end face gear, and the first half shaft gear is provided with a second end face gear. When the first clutch is connected to the first half shaft gear, the first end face gear and the second end face gear mesh.

[0020] The differential component is provided with a third end face gear, and the locking component is provided with a fourth end face gear. When the differential component and the locking component are connected, the third end face gear and the fourth end face gear are connected.

[0021] The tooth height of the first end face gear and the second end face gear is greater than the tooth height of the third end face gear and the fourth end face gear.

[0022] In one embodiment, the first conversion assembly includes a first clutch piston and a differential piston, both of which can be controllably moved along the longitudinal direction of the first output shaft, and the differential piston is connected to the differential component;

[0023] During the process of the first clutch component moving from the first position to the second position, one end of the differential piston is connected to the differential component, and the other end abuts against the first clutch piston. The first clutch piston drives the differential piston and the differential component to move until the first clutch component moves to the second position, at which point the first clutch piston stops moving.

[0024] During the process of the first clutch component moving from the second position to the third position, the differential piston separates from the first clutch piston and drives the differential component to continue moving.

[0025] In one embodiment, the reducer assembly includes a reducer housing on which a first piston chamber is formed;

[0026] The differential piston is movably installed in the first piston chamber, and the side wall of the differential piston abuts against the inner wall of the first piston chamber. The first clutch piston is movably installed in the first piston chamber, and the first clutch piston abuts against the inner wall of the first piston chamber.

[0027] The differential piston, one end of the first clutch piston, and the inner wall of the first piston chamber define a first sealed cavity, and the other end of the first clutch piston and the inner wall of the first piston chamber define a second sealed cavity. Both the first sealed cavity and the second sealed cavity can be connected to an external gas source.

[0028] In one embodiment, the first conversion component further includes a limiting member installed on the movement path of the first clutch piston, and when the first clutch piston abuts against the limiting member, the first clutch component moves to a second position.

[0029] In one embodiment, the reducer assembly further includes a reducer housing, and the first conversion component further includes a first shift fork shaft, a first shift fork, and a first elastic element. The first shift fork shaft is movably disposed on the reducer housing along the longitudinal direction of the first output shaft and is connected to the differential piston.

[0030] One end of the first shift fork is connected to the differential component, and the other end is connected to the first shift fork shaft. The first elastic element is sleeved on the first shift fork shaft. One end of the first elastic element abuts against the reducer housing, and the other end abuts against the end of the first shift fork away from the differential piston.

[0031] In one embodiment, the first conversion component further includes a differential sensor and a first clutch sensor;

[0032] When the first clutch is located between the first position and the second position, the first clutch sensor and the differential sensor are both separated from the first shift fork.

[0033] When the first clutch is located between the second position and the third position, the first clutch sensor abuts against the first shift fork, and the differential sensor is separated from the first shift fork.

[0034] When the first clutch is in the third position, the first clutch sensor and the differential sensor are both in contact with the first shift fork.

[0035] In one embodiment, the reducer assembly further includes a reducer housing, and the second conversion component includes a second clutch and a second clutch piston. The second clutch is mounted on the second output shaft and can move along the longitudinal direction of the second output shaft. The second clutch can be engaged or disengaged from the second half-shaft gear during movement.

[0036] A second piston chamber is formed inside the reducer housing. The second clutch piston is movably installed in the second piston chamber and connected to the second clutch component. The side wall of the second clutch piston abuts against the inner wall of the second piston chamber, so that one end of the second clutch piston and the inner wall of the second piston chamber define a sealed third sealing chamber. The third sealing chamber can be connected to an external gas source.

[0037] In one embodiment, the second conversion assembly includes a second shift fork shaft, a second shift fork, and a second elastic element. The second shift fork shaft is movably disposed on the reducer housing along the longitudinal direction of the second output shaft and is connected to the second clutch piston.

[0038] One end of the second shift fork is connected to the second clutch member, and the other end is connected to the second shift fork shaft. The second elastic member is sleeved on the second shift fork shaft. One end of the second elastic member abuts against the reducer housing, and the other end abuts against the end of the second clutch piston away from the third sealing cavity.

[0039] In one embodiment, the second conversion assembly further includes a second clutch sensor mounted on the reducer housing, wherein when the second clutch moves to engage with the second half-shaft gear, the second clutch sensor abuts against the second shift fork shaft.

[0040] A vehicle comprising a reduction gear assembly as described in any of the preceding claims.

[0041] When the vehicle is traveling in a 6×4 drive mode, the torque generated by the vehicle's power source is input to the input structure. The first conversion component and the second conversion component are then controlled to connect the first output shaft and the second output shaft to the input structure, so that the torque generated by the vehicle's power source can be transmitted to the first output shaft and the second output shaft to drive the two wheels on the axle to rotate, thereby driving the vehicle to travel.

[0042] When the vehicle is traveling in 6×2 drive mode, the input structure is disconnected from the vehicle's power source. The two wheels connected to the first and second output shafts act as follower wheels, moving with the vehicle. At this time, the first and second conversion components control the first and second output shafts to separate them from the input structure, allowing them to spin freely with the two wheels. The input structure receives neither power from the vehicle's power source nor drag force from the wheels; the components within the input structure are stationary, significantly reducing the drag force experienced by the wheels during follower motion. This reduces the waste of traction force in 6×2 drive mode, thereby lowering fuel consumption. Attached Figure Description

[0043] Figure 1 This is a schematic diagram of the reducer assembly in a 6×2 drive mode according to one embodiment of the present invention;

[0044] Figure 2 for Figure 1 A schematic diagram of the reducer assembly in the embodiment from another perspective;

[0045] Figure 3 for Figure 1 A schematic diagram of the structure of the first half-shaft gear in the reducer assembly in the embodiment;

[0046] Figure 4 for Figure 1 A schematic diagram of the structure of the first clutch component in the reducer assembly in the embodiment;

[0047] Figure 5 for Figure 1 A schematic diagram of the locking component in the reducer assembly in the embodiment;

[0048] Figure 6 for Figure 1A schematic diagram of the differential component in the reducer assembly in the embodiment;

[0049] Figure 7 for Figure 1 A schematic diagram of the differential cylinder in the reducer assembly in the embodiment;

[0050] Figure 8 for Figure 1 A schematic diagram of the clutch cylinder in the reducer assembly in the embodiment;

[0051] Figure 9 for Figure 1 A schematic diagram of the structure of the first lever in the reducer assembly in the embodiment;

[0052] Figure 10 for Figure 1 A schematic diagram of the structure of the second clutch component in the reducer assembly in the embodiment;

[0053] Figure 11 for Figure 1 A schematic diagram of the structure of the second lever in the reducer assembly in the embodiment;

[0054] Figure 12 for Figure 1 A schematic diagram of the reducer assembly in 6×4 drive mode in the embodiment;

[0055] Figure 13 for Figure 1 The embodiment shows a schematic diagram of the reducer assembly in 6×4 drive mode with the differential lock engaged.

[0056] Input structure 100; input shaft 110; driving bevel gear 120; differential 130; driven bevel gear 131; first half-shaft gear 132; second end-face gear 133; second half-shaft gear 134; planetary gear 135; locking element 140; fourth end-face gear 141;

[0057] First output shaft 200; Second output shaft 210;

[0058] First conversion assembly 300; first clutch component 310; first end face gear 311; differential component 320; third end face gear 321; first clutch piston 330; differential piston 340; piston body 341; connecting part 342; first piston chamber 350; first sealing chamber 351; second sealing chamber 352; differential vent connector 353; first clutch vent connector 354; first shift fork shaft 360; first shift fork 361; first elastic component 362; first boss 363; second boss 364; differential sensor 370; first clutch sensor 380;

[0059] Second conversion assembly 400; second clutch 410; fifth end face gear 411; second clutch piston 420; second piston chamber 430; third sealing chamber 440; second shift fork shaft 450; second shift fork 460; third boss 461; second elastic element 470; second clutch vent connector 480; second clutch sensor 490.

[0060] Reducer housing 500; housing body 510; differential cylinder 520; first mounting hole 521; second mounting hole 522; clutch cylinder 530; third mounting hole 531; limit member 540. Detailed Implementation

[0061] To make the above-mentioned objects, features, and advantages of the present invention more apparent and understandable, specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of the present invention. However, the present invention can be practiced in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0062] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0063] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0064] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0065] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0066] It should be noted that when an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. When an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only possible implementation.

[0067] See Figure 1 An embodiment of the present invention provides a reducer assembly, including an input structure 100, a first output shaft 200, a first conversion component 300, a second output shaft 210, and a second conversion component 400.

[0068] The input structure 100 is connected to a power source to receive power from the vehicle's power source. The first output shaft 200 is connected to one of the wheels on the axle. The first conversion assembly 300 can controllably connect or disconnect the first output shaft 200 and the input structure 100. When the first conversion assembly 300 connects the first output shaft 200 and the transmission assembly, the power from the power source can be normally transmitted to the first input shaft 110 through the input structure 100, thereby driving one of the wheels on the axle to rotate. When the first conversion assembly 300 disconnects the first input shaft 110 from the transmission assembly, the aforementioned wheel acts as a follower wheel, moving with the vehicle. Since the first input shaft 110 is separated from the input structure 100, during the follower wheel's movement, the first input shaft 110 will only spin freely with the wheel and will not drag the components of the input structure 100 to rotate, thus reducing the waste of vehicle traction.

[0069] Furthermore, the other wheel on the axle is connected to the second output shaft 210, and the second conversion assembly can controllably connect or disconnect the second output shaft 210 from the input structure 100. Similar to the first input shaft 110 and the first conversion assembly 300, when the second conversion assembly 400 connects the second output shaft 210 to the input structure 100, the power from the power source can be normally transmitted through the input structure 100 to the second input shaft 110, thereby driving the other wheel on the axle to rotate. When the first conversion assembly 300 disconnects the first input shaft 110 from the transmission assembly, the first input shaft 110 will only spin freely with the wheel and will not drag the components of the input structure 100 to rotate, thus reducing the waste of vehicle traction.

[0070] Specifically, when the vehicle is traveling in a 6×4 drive mode, the torque generated by the vehicle power source is input to the input structure 100. The first conversion component 300 and the second conversion component 400 are then controlled to connect the first output shaft 200 and the second output shaft 210 to the input structure 100, so that the torque generated by the vehicle power source can be transmitted to the first output shaft 200 and the second output shaft 210 to drive the two wheels on the axle to rotate, thereby driving the vehicle to travel.

[0071] When the vehicle is traveling in 6×2 drive mode, the input structure 100 is disconnected from the vehicle's power source. The two wheels connected to the first output shaft 200 and the second output shaft 210 act as follower wheels, moving with the vehicle. At this time, the first conversion component 300 and the second conversion component 400 respectively separate the first output shaft 200 and the second output shaft 210 from the input structure 100, and the first output shaft 200 and the second output shaft 210 rotate freely with the two wheels. The input structure 100 receives neither power from the vehicle's power source nor drag force from the wheels. The components within the input structure 100 are in a stationary state, greatly reducing the drag force experienced by the wheels when they are following, thereby reducing the waste of traction force in the 6×2 drive mode and thus reducing fuel consumption in the 6×2 drive mode.

[0072] In the embodiments of the present invention, see Figure 1 The input structure 100 includes an input shaft 110, a drive bevel gear 120, and a differential 130. The input shaft 110 is connected to the drive shaft of the vehicle to receive power from the vehicle's power source. The drive bevel gear 120 is mounted at the end of the drive shaft and meshes with the driven bevel gear 131 on the differential 130 to transmit power from the power source to the differential 130. The differential 130 is used to balance the speed difference between the two wheels on the axle, that is, to balance the speed difference between the first output shaft 200 and the second output shaft 210, so that the power received by the differential 130 can be properly distributed to the first output shaft 200 and the second output shaft 210.

[0073] Specifically, the differential 130 includes a driven bevel gear 131, a first half-shaft gear 132, a second half-shaft gear 134, and a planetary gear 135 disposed between the first half-shaft gear 132 and the second half-shaft gear 134. The driven bevel gear 131 is sleeved on the first half-shaft gear 132 and meshes with the driving bevel gear 120 to receive power from the power source. The planetary gear 135 is fixedly connected to the driven bevel gear 131 to revolve around the planetary gear 135, and the planetary gear 135 can also rotate around its own axis, which is perpendicular to the axis of the driven bevel gear 131. The first half-shaft gear 132 and the second half-shaft gear 134 mesh with the planetary gear 135, so that the first half-shaft gear 132 and the second half-shaft gear 134 can revolve around the driven bevel gear 131 through the planetary gear 135, and the rotation of the planetary gear 135 can also balance the speed difference between the first half-shaft gear 132 and the second half-shaft gear 134.

[0074] The first half-shaft gear 132 is mounted on the first output shaft 200, and the first conversion assembly 300 can controllably connect or disconnect the first output shaft 200 from the first half-shaft gear 132. The second half-shaft gear 134 is mounted on the second output shaft 210, and the second conversion assembly 400 can controllably connect or disconnect the second output shaft 210 from the first half-shaft gear 132. Thus, when the first conversion assembly 300 connects the first output shaft 200 to the first half-shaft gear 132, and the second conversion assembly 400 connects the second output shaft 210 to the second half-shaft gear 134, the power from the power source can be normally transmitted to the first output shaft 200 and the second output shaft 210, thereby transmitting power to the two wheels to drive the vehicle, i.e., the vehicle operates in a 6×4 drive mode. Simultaneously, the rotation of the planetary gear 135 on the differential 130 can balance the speed difference between the first output shaft 200 and the second output shaft 210, thereby balancing the different speeds of the two wheels during cornering.

[0075] When the first conversion component 300 separates the first output shaft 200 from the first half-shaft gear 132, and the second conversion component 400 separates the second output shaft 210 from the second half-shaft gear 134, the first output shaft 200 and the second output shaft 210 no longer receive power from the power source. Simultaneously, the two wheels connected to the first output shaft 200 and the second output shaft 210 act as follower wheels, moving with the vehicle in a 6×2 drive mode. At this time, the differential 130, the driving bevel gear 120, and the driven bevel gear 131 are not dragged by the first output shaft 200 and the second output shaft 210 and remain stationary, greatly reducing the drag force on the wheels during follower operation. Furthermore, since the first output shaft 200 and the second output shaft 210 are not connected but instead rotate freely with their corresponding wheels, even if the speeds of the first output shaft 200 and the second output shaft 210 are different, it will not affect the normal driving of the vehicle. Therefore, during cornering, the two wheels can coordinate with the vehicle's turning at different speeds.

[0076] In actual use, when the vehicle passes through muddy sections in 6×4 drive mode, one of the wheels may get stuck in the mud, causing slippage. At this time, the function of differential 130 needs to be turned off to keep the rotation speed of the first output shaft 200 and the second output shaft 210 consistent, so as to transfer power to the wheel that is not slipping, thereby improving the vehicle's passability.

[0077] To this end, the input structure 100 also includes a locking member 140 fixedly mounted on the driven bevel gear 131. The first conversion component 300 can controllably connect or disconnect the first output shaft 200 and the locking member 140. In this way, the first output shaft 200 and the locking member 140 can be locked together by the first conversion component 300, so that the first output shaft 200 and the locking member 140 rotate at the same speed. This makes the speed of the first half-shaft gear 132 and the speed of the second half-shaft gear 134 and the driven bevel gear 131 the same. The speed of the second output shaft 210 and the first output shaft 200 are then the same, so that when one wheel of the vehicle slips, all the torque can be transferred to the other wheel to help the vehicle get out of trouble.

[0078] In a specific embodiment, the first conversion component 300 includes a first clutch 310 and a differential component 320 mounted on the first clutch 310. The first clutch 310 is mounted on the first output shaft 200 and can move along the longitudinal direction of the first output shaft 200. Optionally, the first clutch 310 is mounted on the first output shaft 200 via an involute spline so that the first clutch 310 can move along the involute spline.

[0079] Among them, see Figure 1 , Figure 12 and Figure 13 During its movement, the first clutch element 310 sequentially passes through the first position, the second position, and the third position. When the first clutch element 310 is in the first position, that is... Figure 1 In the embodiment, the first clutch 310 is positioned such that the first clutch 310 and the first half-shaft gear 132 are separated, and the differential 320 and the locking member 140 are separated. At this time, the first output shaft 200, the first half-shaft gear 132, and the driven bevel gear 131 are all in a separated state, and the vehicle can travel in a 6×2 drive mode. The first output shaft 200 is in a free-spinning state, which reduces the drag force on the wheels when they follow the movement, thereby reducing the waste of traction force in the 6×2 drive mode and thus reducing the fuel consumption of the vehicle in the 6×2 drive mode.

[0080] When the first clutch element 310 is in the second position, that is Figure 12 In this embodiment, the first clutch 310 is connected to the first half-shaft gear 132, while the differential 320 and the locking member 140 are separated. At this time, the first output shaft 200 is connected to the first half-shaft gear 132, but the first output shaft 200 is not connected to the second half-shaft gear 134. The power received by the input structure 100 is normally distributed to the first output shaft 200 through the differential 130. The vehicle travels in a 6×4 drive mode, and the differential 130 is used to balance the speed of the first output shaft 200 and the second output shaft 210, ensuring normal driving of the vehicle when turning.

[0081] When the first clutch element 310 is in the third position, that is Figure 13 In the embodiment, the first clutch 310 is connected to the first half-shaft gear 132, and the differential 320 is connected to the locking member 140. At this time, the first output shaft 200 is connected to the first half-shaft gear 132 and the driven bevel gear 131. The power received by the input structure 100 is transmitted directly to the first output shaft 200 through the driven bevel gear 131 without passing through the differential 130. The vehicle is in the differential lock state, so that the rotational speed of the second output shaft 210 and the first output shaft 200 are consistent. This allows the torque to be fully transmitted to the other wheel when one wheel of the vehicle slips, so that the vehicle can get out of trouble.

[0082] In summary, when the driver needs to switch between the 6×2 drive mode, the 6×4 drive mode, and the differential lock-locked drive mode, he can move the first clutch 310 to different positions, thereby switching the vehicle between different drive modes.

[0083] For specific implementation examples, see [link to implementation details]. Figure 3 and Figure 4 The first clutch 310 is equipped with a first end face gear 311, and the first half-shaft gear 132 is equipped with a second end face gear 133. When the first clutch 310 is connected to the first half-shaft gear 132, the first end face gear 311 and the second end face gear 133 mesh. (See reference...) Figure 5 and Figure 6 The differential 320 is provided with a third end face gear 321, and the locking member 140 is provided with a fourth end face gear 141. When the differential 320 and the locking member 140 are connected, the third end face gear 321 and the fourth end face gear 141 are connected.

[0084] In order to ensure that the first clutch 310 can continue to move when it is engaged with the first half-shaft gear 132, the tooth heights of the first end-face gear 311 and the second end-face gear 133 are greater than the tooth heights of the third end-face gear 321 and the fourth end-face gear 141. Thus, as the first clutch 310 gradually approaches the first half-shaft gear 132 until the teeth of the first end-face gear 311 and the second end-face gear 133 come into contact, the third end-face gear 321 and the fourth end-face gear 141 remain a certain distance apart. At this point, the power of the first half-shaft gear 132 can be transmitted to the first output shaft 200 through the first clutch 310, but the power of the driven bevel gear 131 cannot be transmitted to the first output shaft 200 through the differential 320 and the locking element 140.

[0085] As the first clutch 310 continues to approach the first half-shaft gear 132, the contact area of ​​the teeth of the first end face gear 311 and the second end face gear 133 increases. At the same time, the third end face gear 321 and the fourth end face gear 141 gradually approach each other until the third end face gear 321 and the fourth end face gear 141 mesh with each other. The power of the driven bevel gear 131 is directly transmitted to the first output shaft 200 through the differential component 320 and the locking component 140, and the vehicle is in the differential lock state.

[0086] In some embodiments, see Figure 1 The first conversion assembly 300 includes a first clutch piston 330 and a differential piston 340. Both the first clutch piston 330 and the differential piston 340 can move controllably along the longitudinal direction of the first output shaft 200. The differential piston 340 is connected to the differential component 320.

[0087] During the movement of the first clutch element 310 from the first position to the second position, one end of the differential piston 340 is connected to the differential element 320, and the other end abuts against the first clutch piston 330. The first clutch piston 330 drives the differential piston 340 and the differential element 320 to move until the first clutch element 310 moves to the second position, at which point the first clutch piston 330 stops moving. During the movement of the first clutch element 310 from the second position to the third position, the differential piston 340 and the clutch piston separate, and the differential element 320 continues to move.

[0088] Thus, when the vehicle needs to switch from a 6×2 to a 6×4 drive mode, it is only necessary to control the first clutch piston 330 to move until it stops. The first clutch piston 330 can stop moving in the following ways: the piston of the cylinder or hydraulic cylinder connected to the first clutch piston 330 moves to its maximum length, or the first clutch piston 330 moves to the edge of the movement space.

[0089] When the vehicle needs to switch from 6×4 drive mode to differential lock mode, the differential piston 340 can be driven to move until the differential piston 340 drives the differential component 320 and the locking component 140 to connect. The third end face gear 321 and the fourth end face gear 141 are fully engaged, and the differential piston 340 can no longer move, thus completing the switch of the vehicle's differential lock mode.

[0090] It should be noted that the movement of the first clutch piston 330 and the differential piston 340 can be achieved through conventional methods such as pneumatic control, electronic control, or hydraulic control, and is not limited here.

[0091] In some embodiments, the differential component 320 and the first clutch component 310 are controlled by pneumatic control. A first piston chamber 350 is formed on the reducer housing 500 of the reducer assembly. The differential piston 340 is movably installed in the first piston chamber 350, and the side wall of the differential piston 340 abuts against the inner wall of the first piston chamber 350. The first clutch piston 330 is movably installed in the first piston chamber 350, and the first clutch piston 330 abuts against the inner wall of the first piston chamber 350. Thus, the differential piston 340, one end of the first clutch piston 330 and the inner wall of the first piston chamber 350 can define a first sealing chamber 351, and the other end of the first clutch piston 330 and the inner wall of the first piston chamber 350 can define a second sealing chamber 352. Both the first sealing chamber 351 and the second sealing chamber 352 can be connected to an external gas source so that the first clutch piston 330 or the differential piston 340 can be driven by introducing gas into the first sealing chamber 351 or the second sealing chamber 352.

[0092] Specifically, the first conversion assembly 300 also includes a differential vent connector 353 and a first clutch vent connector 354, which are mounted on the differential 130 housing and used to introduce gas into the first sealing cavity 351 and the second sealing cavity 352, respectively. When the first clutch vent connector 354 introduces gas into the second sealing cavity 352, the first clutch piston 330 moves toward the differential piston 340 until the first clutch piston 330 abuts against the differential piston 340, thereby driving the differential piston 340 to move together, and thus driving the first clutch element 310 to gradually approach the first half-shaft gear 132.

[0093] Once the first clutch 310 engages with the first half-shaft gear 132, the vehicle switches to 6×4 drive mode. Air can then be supplied to the first sealed cavity 351 through the differential vent connector 353 to drive the differential piston 340 to continue moving. This, in turn, drives the first clutch 310 closer to the first half-shaft gear 132 until the differential 320 engages with the locking member 140, thus completing the switching of the vehicle's differential lock locking state.

[0094] Furthermore, to ensure that the first clutch piston 330 stops moving after the first clutch element 310 is connected to the first half-shaft gear 132, the first conversion assembly 300 also includes a limiting element 540. The limiting element 540 is installed on the movement path of the first clutch piston 330, and when the first clutch piston 330 abuts against the limiting element 540, the first clutch piston 330 stops moving. At this time, the first clutch element 310 moves to the second position, and the vehicle switches to 6×4 drive mode. Thus, when it is necessary to switch the vehicle to 6×4 drive mode, it is only necessary to continuously ventilate the second sealing cavity 352 through the first clutch vent connector 354, and the first clutch piston 330 will automatically drive the first clutch element 310 to connect with the first half-shaft gear 132.

[0095] Furthermore, see Figure 7 and Figure 8 The reducer housing 500 includes a housing body 510 and a clutch cylinder 530 and a differential cylinder 520 mounted on the housing body 510. The differential cylinder 520 is separated by a limiting member 540, forming a first mounting hole 521 and a second mounting hole 522 that are interconnected. The clutch cylinder 530 is mounted in the second mounting hole 522 and has a third mounting hole 531 formed inside it. The differential piston 340 is mounted in the first mounting hole 521, and the first clutch piston 330 is mounted in the third mounting hole 531, with the sidewall of the first clutch piston 330 abutting against the inner wall of the third mounting hole 531. The differential piston 340 includes a piston body 341 and a connecting portion 342 that are interconnected. The piston body 341 is mounted in the first mounting hole 521, with the sidewall of the piston body 341 abutting against the inner wall of the first mounting hole 521. Thus, the first mounting hole 521 and the third mounting hole 531 together form the aforementioned first piston chamber 350.

[0096] During the process of the first clutch member 310 moving from the first position to the second position, the connecting part 342 extends into the third mounting hole 531 and abuts against the first clutch piston 330, so that the first clutch piston 330 can push the differential piston 340 to move until the first clutch piston 330 abuts against the limiting member 540, the first clutch piston 330 stops moving, and the first clutch member 310 moves to the second position.

[0097] During the movement of the first clutch member 310 from the second position to the third position, the piston body 341 continues to move, and the connecting part 342 separates from the first clutch piston 330 to continue driving the first clutch member 310 to the third position. When the first clutch member 310 reaches the third position, the piston body 341 can abut against the end of the clutch cylinder 530 to restrict the piston body 341 from further movement, ensuring that the vehicle remains in the differential lock state.

[0098] It should be noted that the limiting component 540 can be installed inside the differential cylinder 520 or it can be directly integrally formed with the differential cylinder 520; no limitation is made here.

[0099] In a specific embodiment, the first conversion assembly 300 further includes a first shift fork shaft 360, a first shift fork 361, and a first elastic element 362. The first shift fork shaft 360 is movably mounted on the reducer housing 500 along the longitudinal direction of the first output shaft 200 and is connected to the differential piston 340. One end of the first shift fork 361 is connected to the differential element 320, and the other end is connected to the first shift fork shaft 360. The first elastic element 362 is sleeved on the first shift fork shaft 360, with one end abutting against the reducer housing 500 and the other end abutting against the end of the first shift fork shaft 360 away from the differential piston 340.

[0100] Thus, when the differential piston 340 is driven by the first clutch piston 330 or moves on its own, it drives the first shift fork shaft 360 to move, which in turn drives the first shift fork 361 to move, and finally drives the first clutch component 310 to move through the first shift fork 361. Simultaneously, during its movement, the first shift fork 361 compresses the first elastic element 362, placing it in a compressed state. When the differential vent connector 353 or the first clutch vent connector 354 is no longer ventilated, i.e., when both the first clutch piston 330 and the differential piston 340 lose power, the compressed first elastic element 362 pushes the first shift fork 361 to move, allowing the first clutch component 310 to return from the third position to the second position, or from the second position to the first position. This enables the vehicle to switch from the differential lock engaged state to a 6×4 drive mode, or from a 6×4 drive mode to a 6×2 drive mode.

[0101] In some embodiments, since a differential lock structure is already provided on the first output shaft 200, the second conversion assembly 400 only needs to connect or disconnect the second output shaft 210 from the second half-shaft gear 134. For this purpose, the second conversion assembly 400 includes a second clutch 410 and a second clutch piston 420. The second clutch 410 is mounted on the second output shaft 210 and can move along the longitudinal direction of the second output shaft 210. During movement, the second clutch 410 can connect or disconnect from the second half-shaft gear 134. Optionally, the second clutch 410 is mounted on the second output shaft 210 via an involute spline, so that the second clutch 410 can move along the involute spline.

[0102] A second piston chamber 430 is formed within the reducer housing 500. A second clutch piston 420 is movably mounted within the second piston chamber 430 and connected to a second clutch member 410. The side wall of the second clutch piston 420 abuts against the inner wall of the second piston chamber 430, such that one end of the second clutch piston 420 and the inner wall of the second piston chamber 430 define a sealed third sealing chamber 440, which can be connected to an external gas source. Thus, by simply introducing gas into the third sealing chamber 440, the second clutch piston 420 will push the second clutch member 410, causing the second clutch member 410 to mesh with the second half-shaft gear 134.

[0103] Optionally, a second clutch vent connector 480 is installed on the clutch housing, and the second clutch vent connector 480 is connected to the third sealing cavity 440, through which gas is introduced.

[0104] In order for the second clutch 410 to disengage from the second half-shaft gear 134, the second conversion assembly 400 includes a second shift fork shaft 450, a second shift fork 460, and a second elastic member 470. The second shift fork shaft 450 is movably mounted on the reducer housing 500 along the longitudinal direction of the second output shaft 210 and is connected to the second clutch piston 420. One end of the second shift fork 460 is connected to the second clutch 410, and the other end is connected to the second shift fork shaft 450. The second elastic member 470 is sleeved on the second shift fork shaft 450. One end of the second elastic member 470 abuts against the reducer housing 500, and the other end abuts against the end of the second clutch piston 420 away from the third sealing cavity 440.

[0105] Thus, when the second clutch piston 420 is pushed by gas, it will squeeze the second elastic element 470, putting it in a compressed state. When the third sealing chamber 440 stops inputting gas, the second elastic element 470 will push the second clutch piston 420, causing it to drive the second clutch element 410 to mesh with the second half-shaft gear 134.

[0106] Optionally, see Figure 10 The second clutch 410 is provided with a fifth end face gear 411, and the second half shaft gear 134 is provided with a sixth end face gear. When the second clutch 410 and the second half shaft gear 134 are connected, the fifth end face gear 411 and the sixth end face gear mesh with each other.

[0107] For specific implementation examples, see [link to implementation details]. Figure 9 and Figure 11To help the driver understand the driving mode of the vehicle, the first conversion component 300 also includes a differential sensor 370, a first clutch sensor 380, and a second clutch sensor 490. The differential sensor 370 is electrically connected to the differential lock indicator light on the vehicle, and the first clutch sensor 380 and the second clutch sensor 490 are electrically connected to the 6×4 driving mode indicator light on the vehicle.

[0108] When the first clutch 310 is located between the first position and the second position, and the second clutch 410 is disengaged from the second half-shaft gear 134, the first clutch sensor 380 and the differential sensor 370 are disengaged from the first shift fork 361, the second clutch sensor 490 is disengaged from the second shift fork 460, and the differential lock indicator light and the 6×4 drive mode indicator light on the vehicle are both off.

[0109] When the first clutch 310 is between the second and third positions, and the second clutch 410 is connected to the second half-shaft gear 134, the first clutch sensor 380 abuts against the first shift fork 361, the differential sensor 370 separates from the first shift fork 361, the second clutch sensor 490 abuts against the second shift fork 460, the 6×4 drive mode indicator on the vehicle lights up, and the differential lock indicator remains off.

[0110] When the first clutch 310 is in the third position and the second clutch 410 is connected to the second half-shaft gear 134, the first clutch sensor 380 and the differential sensor 370 are both in contact with the shift fork shaft, the second clutch sensor 490 is in contact with the second shift fork 460, and the differential lock indicator light and the 6×4 drive mode indicator light on the vehicle are both lit.

[0111] The first shift fork 361 is provided with a first boss 363 and a second boss 364. The first boss 363 is provided with a first inclined surface and a first flat surface. When the first clutch 310 moves to the second position, the contact of the first clutch sensor 380 moves to the first flat surface after passing the first inclined surface. When the first clutch 310 moves from the second position to the third position, the contact of the first clutch sensor 380 is always in contact with the first flat surface, so that the 6×4 drive mode indicator light can always be lit.

[0112] The second protrusion 364 is provided with a second inclined surface and a second plane. When the first clutch 310 moves to the third position, the contact of the differential sensor 370 moves to the second plane after passing the second inclined surface, so that the contact of the differential sensor 370 is always in contact with the second plane, so that the differential lock indicator light is always on.

[0113] Furthermore, a third boss 461 is provided on the second shift fork 460. The third boss 461 is provided with a third inclined surface and a third plane. When the second clutch 410 is connected to the second half-shaft gear 134, the contact of the second clutch sensor 490 moves to the third plane after passing the third inclined surface, so that the contact of the second clutch sensor 490 is always in contact with the third plane, so that the 6×4 drive mode indicator can always be lit.

[0114] The following combination Figure 1 The following embodiments describe the operation of the reducer assembly in the invention:

[0115] See Figure 1 When the vehicle needs to operate in a 6×2 drive mode, the first clutch vent connector 354, the second clutch vent connector 480, and the differential vent connector 353 are all closed. The first clutch piston 330 and the second clutch piston 420 are pushed by the first elastic element 362 and the second elastic element 470, respectively, and are in the following positions. Figure 1 The leftmost and rightmost parts of the first piston chamber 350 and the second piston chamber 430 are respectively driven to disengage the first clutch 310 and the second clutch 410 from the first half-shaft gear 132 and the second half-shaft gear 134. The first output shaft 200 and the second output shaft 210 are in an idle state, which reduces the drag force on the wheels when they follow the movement, thereby reducing the waste of traction force in the 6×2 drive mode and thus reducing the fuel consumption of the vehicle in the 6×2 drive mode.

[0116] See Figure 12 When the vehicle needs to operate in the normal 6×4 drive mode, the first clutch vent connector 354 and the second clutch vent connector 480 begin to supply air, while the differential vent connector 353 remains closed. At this time, the first clutch piston 330 is driven by the gas to move to the left until it abuts against the limiting member 540. The first clutch member 310 is then connected to the first half-shaft gear 132, and the first output shaft 200 is connected to the first half-shaft gear 132 via the first clutch member 310. Simultaneously, the second clutch piston 420 is driven by gas to move to the right until the second clutch component 410 is connected to the second half-shaft gear 134. The second output shaft 210 is connected to the second half-shaft gear 134 through the second clutch component 410. The power from the power source is normally distributed to the first output shaft 200 and the second output shaft 210 through the differential 130. The vehicle travels in a 6×4 drive mode, and the differential 130 is used to balance the speed of the first output shaft 200 and the second output shaft 210 to ensure normal driving of the vehicle when turning.

[0117] See Figure 13When the vehicle is in 6×4 drive mode and the differential lock needs to be engaged, the first vent, the second vent, and the differential vent 353 all allow air in. The differential piston 340, driven by the air, continues to move to the left, causing the first clutch 310 to approach the first half-shaft gear 132 until the differential 320 connects with the locking element 140. At this time, the power from the power source is transmitted directly to the first output shaft 200 via the driven bevel gear 131 without passing through the differential 130. The vehicle is in a differential lock state, ensuring that the rotational speeds of the second output shaft 210 and the first output shaft 200 are synchronized. This allows all torque to be transferred to the other wheel when one wheel slips, facilitating the vehicle's recovery from difficult situations.

[0118] This invention also provides a vehicle that includes the above-described reducer assembly. Since the vehicle includes all the technical features of the reducer assembly, it possesses all the technical effects of the reducer assembly, which will not be repeated here.

[0119] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0120] The embodiments described above are merely illustrative of several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the invention patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of the present invention, and these all fall within the protection scope of the present invention. Therefore, the protection scope of this invention patent should be determined by the appended claims.

Claims

1. A speed reducer assembly, characterized in that, The reducer assembly includes: Input structure (100) is used to connect to the power source; The first output shaft (200) is used to connect to one of the wheels on the axle; The first conversion component (300) can controllably drive the first output shaft (200) to or disconnect it from the input structure (100); The second output shaft (210) is used to connect to another wheel on the axle; The second conversion assembly (400) can controllably connect or disconnect the second output shaft (210) from the input structure (100); The input structure (100) includes a differential (130), which includes a first half-shaft gear (132) and a second half-shaft gear (134). The first half-shaft gear (132) is sleeved on the first output shaft (200), and the first conversion assembly (300) can controllably connect or disconnect the first output shaft (200) from the first half-shaft gear (132). The second half-shaft gear (134) is sleeved on the second output shaft (210), and the second conversion assembly (400) can controllably connect or disconnect the second output shaft (210) from the second half-shaft gear (134); The input structure (100) further includes a locking element (140), the differential (130) includes a driven bevel gear (131) sleeved on the first half shaft, the locking element (140) is fixedly connected to the driven bevel gear (131), and the first conversion assembly (300) can controllably connect or disconnect the first output shaft (200) from the locking element (140); The first conversion assembly (300) includes a first clutch (310) and a differential (320) mounted on the first clutch (310). The first clutch (310) is mounted on the first output shaft (200) and can move along the longitudinal direction of the first output shaft (200). During the movement, the first clutch (310) passes through the first position, the second position and the third position in sequence. When the first clutch (310) is in the first position, the first clutch (310) and the first half-shaft gear (132) are separated from each other, and the differential (320) and the locking member (140) are separated from each other. When the first clutch (310) is in the second position, the first clutch (310) is connected to the first half-shaft gear (132), and the differential (320) and the locking member (140) are separated from each other; When the first clutch (310) is in the third position, the first clutch (310) is connected to the first half-shaft gear (132), and the differential (320) is connected to the locking member (140). The first conversion assembly (300) includes a first clutch piston (330) and a differential piston (340), both of which can be controlled to move along the longitudinal direction of the first output shaft (200), and the differential piston (340) is connected to the differential component (320); During the process of the first clutch (310) moving from the first position to the second position, one end of the differential piston (340) is connected to the differential (320), and the other end abuts against the first clutch piston (330). The first clutch piston (330) drives the differential piston (340) and the differential (320) to move until the first clutch (310) moves to the second position, and the first clutch piston (330) stops moving. During the process of the first clutch (310) moving from the second position to the third position, the differential piston (340) separates from the first clutch piston (330) and drives the differential (320) to continue moving.

2. The reducer assembly according to claim 1, characterized in that, The first clutch (310) is provided with a first end face gear (311), and the first half shaft gear (132) is provided with a second end face gear (133). When the first clutch (310) is connected to the first half shaft gear (132), the first end face gear (311) and the second end face gear (133) mesh. The differential (320) is provided with a third end face gear (321), and the locking member (140) is provided with a fourth end face gear (141). When the differential (320) and the locking member (140) are connected, the third end face gear (321) and the fourth end face gear (141) are connected. The tooth height of the first end face gear (311) and the second end face gear (133) is greater than the tooth height of the third end face gear (321) and the fourth end face gear (141).

3. The reducer assembly according to claim 1, characterized in that, The reducer assembly includes a reducer housing (500) on which a first piston chamber (350) is formed; The differential piston (340) is movably installed in the first piston chamber (350), and the side wall of the differential piston (340) abuts against the inner wall of the first piston chamber (350). The first clutch piston (330) is movably installed in the first piston chamber (350), and the first clutch piston (330) abuts against the inner wall of the first piston chamber (350). The differential piston (340), one end of the first clutch piston (330) and the inner wall of the first piston chamber (350) define a first sealing cavity (351), and the other end of the first clutch piston (330) and the inner wall of the first piston chamber (350) define a second sealing cavity (352). Both the first sealing cavity (351) and the second sealing cavity (352) can be connected to an external gas source.

4. The reducer assembly according to claim 1, characterized in that, The first conversion assembly (300) further includes a limiting member (540), which is installed on the movement path of the first clutch piston (330), and when the first clutch piston (330) abuts against the limiting member (540), the first clutch member (310) moves to the second position.

5. The reducer assembly according to claim 1, characterized in that, The reducer assembly further includes a reducer housing (500), and the first conversion component (300) further includes a first shift fork shaft (360), a first shift fork (361) and a first elastic element (362). The first shift fork shaft (360) is movably disposed on the reducer housing (500) along the longitudinal direction of the first output shaft (200) and is connected to the differential piston (340). One end of the first shift fork (361) is connected to the differential component (320), and the other end is connected to the first shift fork shaft (360). The first elastic component (362) is sleeved on the first shift fork shaft (360). One end of the first elastic component (362) abuts against the reducer housing (500), and the other end abuts against the end of the first shift fork (361) away from the differential piston (340).

6. The reducer assembly according to claim 5, characterized in that, The first conversion component (300) further includes a differential sensor (370) and a first clutch sensor (380); When the first clutch (310) is located between the first position and the second position, the first clutch sensor (380) and the differential sensor (370) are both separated from the first shift fork (361); When the first clutch (310) is located between the second position and the third position, the first clutch sensor (380) abuts against the first shift fork (361), and the differential sensor (370) separates from the first shift fork (361). When the first clutch (310) is in the third position, the first clutch sensor (380) and the differential sensor (370) are both in contact with the first shift fork (361).

7. The reducer assembly according to claim 1, characterized in that, The reducer assembly also includes a reducer housing (500), and the second conversion component (400) includes a second clutch (410) and a second clutch piston (420). The second clutch (410) is mounted on the second output shaft (210) and can move along the longitudinal direction of the second output shaft (210). The second clutch (410) can be connected to or separated from the second half-shaft gear (134) during movement. A second piston chamber (430) is formed inside the reducer housing (500). The second clutch piston (420) is movably installed in the second piston chamber (430) and connected to the second clutch element (410). The side wall of the second clutch piston (420) abuts against the inner wall of the second piston chamber (430), so that one end of the second clutch piston (420) and the inner wall of the second piston chamber (430) define a sealed third sealing chamber (440), which can be connected to an external gas source.

8. The reducer assembly according to claim 7, characterized in that, The second conversion assembly (400) includes a second shift fork shaft (450), a second shift fork (460), and a second elastic member (470). The second shift fork shaft (450) is movably disposed on the reducer housing (500) along the longitudinal direction of the second output shaft (210) and is connected to the second clutch piston (420). One end of the second shift fork (460) is connected to the second clutch (410), and the other end is connected to the second shift fork shaft (450). The second elastic member (470) is sleeved on the second shift fork shaft (450). One end of the second elastic member (470) abuts against the reducer housing (500), and the other end abuts against the end of the second clutch piston (420) away from the third sealing cavity (440).

9. The reducer assembly according to claim 8, characterized in that, The second conversion assembly (400) also includes a second clutch sensor (490) mounted on the reducer housing (500), which abuts against the second shift fork shaft (450) when the second clutch (410) moves to engage with the second half-shaft gear (134).

10. A vehicle, characterized in that, Includes the reducer assembly as described in any one of claims 1-9.

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