Disconnection unit, power transmission system of vehicle, synchronization mechanism of vehicle and vehicle

Abstract

The invention relates to a disconnecting unit (10) for engaging and disengaging a first shaft (1) with and from a first component (2), comprising: a connecting shaft (11) arranged coaxially with the first shaft, one end rotatably supported on the first shaft and the other end fixedly connected to the first component; the sliding sleeve (12) is connected to the outer side of the first shaft and the outer side of the connecting shaft in a sleeving mode, is fixedly connected with the first shaft in a rotating mode and can axially reciprocate by an axial distance so as to be connected with or disengaged from the connecting shaft, and the sliding sleeve is provided with a circumferential groove opened towards the outer side; a motor (13); a decelerator (14) connected to the motor and including an output shaft; the driving block (15) is fixedly connected with the output shaft and extends into the circumferential groove to be driven by the speed reducer to rotate so as to drive the sliding sleeve to do reciprocating motion in the axial direction, the speed reducer is a cycloid gear speed reducer, and a mechanical limiting mechanism is arranged on the output shaft so that the output shaft can only rotate by a set angle corresponding to the axial distance. The invention also relates to a powertrain and a synchronization mechanism of a vehicle and to a vehicle.

Description

Technical Field

[0001] The invention relates to a disconnect unit for engaging or disengaging a first component with a first shaft. The invention also relates to a power transmission system of a vehicle and a synchronizing mechanism of a vehicle, which comprises the disconnect unit. The invention further relates to a vehicle, which comprises the power transmission system. Background Art

[0002] The trend towards designing and manufacturing fuel-efficient, low-emission vehicles has increased significantly, a trend that is inevitable due to environmental concerns and the increase in fuel costs. At the forefront of this trend is the development of electric vehicles, such as pure electric vehicles, hybrid electric vehicles, plug-in hybrid electric vehicles, extended-range electric vehicles, fuel cell vehicles, etc.

[0003] Four-wheel drive electric vehicles are equipped with motors at the front and rear, which are usually divided into main drive motors and auxiliary drive motors. In some cases, the auxiliary drive motor may be in a non-working state. For example, the auxiliary drive motor is used only during acceleration or special working conditions, or when the driver needs to obtain some high-performance modes. However, when the auxiliary drive motor stops running, the wheels will still drive the auxiliary drive differential to operate, and the differential will drive all the transmission mechanisms and motors connected to it to rotate together, thereby generating drag losses. In order to improve efficiency, a disconnect mechanism is added to the powertrain system of electric vehicles to reduce drag losses.

[0004] The motor actuator of the disconnect mechanism is usually connected to a reducer mechanism for increasing the torque. Prior art reducer mechanisms include planetary gear reducers with eccentric drive blocks, fork ball screws and worm gear reducers. Each of these reducer mechanisms has advantages and disadvantages. Planetary gear reducers are usually efficient and robust, but they are expensive, have a small transmission ratio and occupy a large space. The radial packaging size of the fork ball screw is limited by the output shaft disconnect application, and the fork stiffness affects the dynamic performance of engagement / disengagement. Worm gear reducers are inefficient at high transmission ratios and have a long response time. Summary of the invention

[0005] The technical problem to be solved by the present invention is to overcome the defects or shortcomings of the prior art and provide a disconnect unit which has a small overall footprint, low cost, high position accuracy and short response time.

[0006] The present invention provides a disconnecting unit for engaging and disengaging a first shaft from a first component, wherein the disconnecting unit comprises:

[0007] a connecting shaft, arranged coaxially with the first shaft, one end of the connecting shaft being rotatably supported on the first shaft and the other end being fixedly connected to the first component,

[0008] A sliding sleeve is sleeved on the outer sides of the first shaft and the connecting shaft respectively. The sliding sleeve is rotationally fixedly connected to the first shaft and can axially reciprocate an axial distance to engage or disengage with the connecting shaft. In the engaged state, the first shaft rotates together with the first component, and in the disengaged state, the first shaft is independent of the first component. The sliding sleeve is provided with a circumferential groove open to the outside.

[0009] The motor is used to output torque.

[0010] A speed reducer, connected to the motor, comprising an output shaft,

[0011] A driving block is fixedly connected to the output shaft and extends into the circumferential groove of the sliding sleeve so as to be driven by the reducer to rotate, thereby driving the sliding sleeve to reciprocate in the axial direction.

[0012] The reducer is a cycloid gear reducer, and a mechanical limiting mechanism is provided on the output shaft so that the output shaft can only rotate at a set angle corresponding to the axial distance.

[0013] The present invention uses a cycloidal gear reducer integrated with a mechanical limit mechanism to achieve the improvement of motor torque and position feedback, with high integration, low cost, and fast response speed. In addition, the reduction ratio of the cycloidal gear reducer is much higher than that of the planetary gear reducer in the prior art under the same volume, so a smaller motor can meet the design requirements, thereby advantageously saving occupied space and being more friendly to vehicle layout. In addition, the rotation angle accuracy of the cycloidal gear reducer is also higher, which is more helpful for the actuator to achieve precise control of switching between the engaged and disengaged states.

[0014] Existing disconnect units usually use planetary gear reducers because they usually pay more attention to improving the efficiency of the transmission system. Planetary gears have high efficiency, high load, and strong robustness, but they have high requirements for motors. The motor volume required to achieve the same output torque is relatively large. The inventors realized that the application scenario of the disconnect unit of the present invention has a low load. Under light load conditions, the reducer does not need to have great robustness or efficiency. The key is to have high position accuracy and short response time. The use of cycloid gear reducers is of great help in terms of cost, response time and accuracy.

[0015] It should be noted that the "rotationally fixed" described herein means that two components are connected so that they can rotate together, and their mutual movement in the rotation direction (e.g., circumferential direction) is restricted so that they can rotate together. "Rotationally fixed" does not restrict displacement along the rotation axis, so the two rotationally fixed components can have relative displacement along the rotation axis. If the displacement along the rotation axis is also fixed, then the two components can be considered to be completely fixedly connected.

[0016] It should also be noted here that in the disengaged state, the first axis is independent of the first component, which means that the motion state of the first axis is independent of the motion state of the first component, that is, the first axis and the first component can rotate independently of each other, but does not mean that there is no connection between them.

[0017] In an exemplary embodiment, the reducer includes a corresponding mechanism that cooperates with the mechanical limiting mechanism, and one of the mechanical limiting mechanism and the corresponding mechanism is a protrusion, and the other is a recessed portion allowing the protrusion to slide therein.

[0018] In an exemplary embodiment, the cycloid gear reducer includes: a housing; a cycloid gear as an input shaft, a plurality of transmission pins being provided on the end face of the cycloid gear; and a support plate for supporting the plurality of transmission pins, wherein the output shaft includes a gear ring arranged around the cycloid gear.

[0019] In an exemplary embodiment, the mechanical limiting mechanism is arranged on a side of the gear ring facing the supporting disk, and the corresponding mechanism is arranged on the supporting disk.

[0020] In an exemplary embodiment, the mechanical limiting mechanism is arranged on a side of the ring gear facing the housing, and the corresponding mechanism is arranged on the housing of the reducer.

[0021] In an exemplary embodiment, the motor and the reducer are coupled so that when the mechanical limiting mechanism is activated, the motor maintains a first rotation direction to maintain one of the engaged or disengaged states, and when it is necessary to switch to another state, the motor rotates in the opposite direction relative to the first rotation direction.

[0022] In an exemplary embodiment, the sliding sleeve is connected to the connecting shaft via a segmented spline, which is a plurality of spline pairs spaced apart from each other in the axial direction, the plurality of spline pairs including a first spline pair that meets earlier than other spline pairs during engagement.

[0023] In an exemplary embodiment, the first spline pairs are respectively provided with end face chamfers that can abut against each other when meeting.

[0024] In an exemplary embodiment, the reduction ratio of the cycloid gear reducer is set to 10-30.

[0025] On the other hand, the present invention also provides a power transmission system for a vehicle, comprising: a drive motor having a drive shaft; a reduction gearbox having at least one transmission shaft; and the disconnect unit mentioned above, wherein the first shaft is the drive shaft or the at least one transmission shaft.

[0026] On the other hand, the present invention further provides a synchronization mechanism for a vehicle, comprising: a differential having a differential output shaft, and the disconnection unit mentioned above, wherein the first shaft is the differential output shaft, and the first component is a wheel.

[0027] On the other hand, the present invention further provides a vehicle, comprising the power transmission system and / or the synchronization mechanism as described above.

[0028] These and other features, aspects and advantages of the present application will become better understood with reference to the following description.The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present application and, together with the description, serve to explain the principles of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] The accompanying drawings are incorporated in and constitute a part of the specification. The accompanying drawings, together with the general description above, the detailed description of the exemplary embodiments and methods given below, serve to explain the principles of the invention. Objects and advantages of the invention will become apparent when studying the following specification in light of the accompanying drawings, in which like elements are given the same or similar reference numerals, and in which:

[0030] Figure 1 A partial perspective view of an exemplary embodiment of a disconnect unit of the present invention is shown.

[0031] Figure 2A A cross-sectional view of the disconnect unit of the present invention is shown in an engaged state.

[0032] Figure 2B A cross-sectional view of the disconnecting unit of the present invention is shown in a disengaged state.

[0033] Figure 3A Shows Figure 1 A partial stereoscopic view of the reducer.

[0034] Figure 3B Shows Figure 3A Exploded view of the components in the .

[0035] Figure 4A Shown along Figure 2A The cross-sectional view obtained by cutting along the BB line.

[0036] Figure 4B Shown along Figure 2A The cross-sectional view is obtained by cutting along the CC line.

[0037] Figure 4C Shown along Figure 2A The cross-sectional view is obtained by cutting along the DD line.

[0038] Figure 5A Shown along Figure 2BThe cross-sectional view is obtained by cutting along the FF line.

[0039] Figure 5B Shown along Figure 2B The cross-sectional view obtained by cutting along the GG line.

[0040] Figure 5C Shown along Figure 2B The cross-sectional view is obtained by cutting along the HH line.

[0041] Figure 6 Another cross-sectional view of the disconnecting unit of the present invention is shown.

[0042] In the figure:

[0043] First axis 1 First component 2

[0044] Disconnecting unit 10 Connecting shaft 11 Sliding sleeve 12 Circumferential groove 12a

[0045] First spline pair 11a, 12a End face chamfers 11a', 12a'

[0046] Motor 13 Reducer 14 Drive block 15 Housing 16

[0047] Output shaft 141 Ring gear 141a Cycloid gear 142 Transmission pin 142a

[0048] Support plate 143 Support hole 143a Housing 144

[0049] Protrusion A Concave B DETAILED DESCRIPTION

[0050] Reference will now be made in detail to exemplary embodiments and methods of the present invention as shown in the accompanying drawings, in which like reference numerals designate like or corresponding parts. It should be noted, however, that the invention in its broader aspects is not limited to the specific details, representative apparatus and methods, and illustrative examples shown and described in connection with the exemplary embodiments and methods.

[0051] Unless otherwise defined, the technical or scientific terms used herein shall have the usual meanings understood by persons of ordinary skill in the field to which the present disclosure belongs. The words "first", "second" and similar words used in the patent application specification and claims of the present disclosure do not indicate any order, quantity or importance, but are only used to distinguish different components. When the number of components is not specified, the number of components may be one or more; similarly, words such as "one", "the", "said" and the like do not necessarily indicate a quantity limitation. Words such as "include" or "comprise" mean that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, without excluding other elements or objects. "Up", "down", "left", "right" and the like are only used to indicate the relative orientation relationship when the device is used or the orientation relationship shown in the drawings. When the absolute position of the described object changes, the relative position relationship may also change accordingly. Unless otherwise explicitly described, the terms "connected, connected" and the like refer to the relationship in which the structures are fixed or attached to each other directly or indirectly through an intermediate structure.

[0052] Reference is now made to the drawings, wherein like numerals refer to like elements throughout.

[0053] Figure 1 A partial perspective view of an exemplary embodiment of a disconnect unit 10 of the present invention is shown. Figure 2A and 2B The sectional views of the disconnect unit 10 of the present invention in the engaged state and the disengaged state are respectively shown.

[0054] Depend on Figure 1 It can be seen that the disconnecting unit 10 is used to engage and disengage the first shaft 1 with the first component 2 , wherein the disconnecting unit 10 includes a connecting shaft 11 , a sliding sleeve 12 , a motor 13 , a reducer 14 and a driving block 15 .

[0055] The connecting shaft 11 is coaxially arranged with the first shaft 1 , one end of the connecting shaft 11 is rotatably supported on the first shaft 1 , and the other end is fixedly connected to the first component 2 .

[0056] The sliding sleeve 12 is respectively sleeved on the outer sides of the first shaft 1 and the connecting shaft 11. The sliding sleeve 12 is rotationally fixedly connected to the first shaft 1 and can axially reciprocate an axial distance to engage or disengage with the connecting shaft 11. The sliding sleeve 12 is provided with a circumferential groove 12a open to the outside.

[0057] from Figure 2A and 2B It can be seen that the sliding sleeve 12, the first shaft 1 and the connecting shaft 11 are coaxially mounted in the housing 16 through ball bearings and clamping rings. Figure 1 In order to clearly illustrate the connection relationship between the components of the disconnect unit 10, the housing 16 is omitted.

[0058] The sliding sleeve 12 is processed with multiple levels of internal splines or segmented internal splines. The first shaft 1 is processed so that one end is connected to the sliding sleeve 12 by external splines, and the other end is connected to the interface of the driving device (such as a differential) that can output torque by external splines. The connecting shaft 11 is processed with multiple levels of external splines or segmented external splines to connect with the sliding sleeve 12, and is also processed with internal splines to connect with the interface of the first component (such as a wheel).

[0059] The motor 13 is used to output torque. The reducer 14 is connected to the motor and includes an output shaft 141 (shown in FIG. Figure 3A and 3B ). An actuator is formed by a motor 13 and a reducer 14 and can drive the driving block 15 to rotate.

[0060] The driving block 15 is fixedly connected to the output shaft 141 and extends into the circumferential groove 12a of the sliding sleeve 12, so as to be driven by the reducer 14 to rotate, thereby driving the sliding sleeve 12 to reciprocate in the axial direction. The driving block 15 is configured as a cylinder and is eccentrically disposed relative to the rotation axis of the output shaft 141, but other conventional styles may also be adopted, which are not limited here.

[0061] When the driving block 15 rotates to Figure 2A , the sliding sleeve 12 moves rightward to the right end point of the axial distance and engages with the connecting shaft 11 through the multi-stage spline. In the engaged state, the torque of the first shaft 1 is transmitted to the first component 2.

[0062] When the driving block 15 rotates to Figure 2B , the sliding sleeve 12 moves leftward to the left end point of the axial distance, at which time the multi-stage spline is disconnected, and the sliding sleeve 12 is disengaged from the connecting shaft 11. In the disengaged state, the torque transmission from the first shaft 1 to the first component 2 is cut off, and the rotation of the first component 2 drives as few transmission components as possible, thereby reducing drag loss.

[0063] Figure 3A Shows Figure 1 A partial stereoscopic view of the reducer 14 in FIG.

[0064] As can be seen from the figure, the reducer 14 is a cycloid gear reducer. The reducer 14 includes: a housing 144 (shown in Figure 4B and 5B ); a cycloid gear 142 as an input shaft, on the end face of which a plurality of transmission pins 142a are provided; a support plate 143 for supporting the plurality of transmission pins 142a, and an output shaft 141, wherein the output shaft 141 comprises a gear ring 141a arranged around the cycloid gear. In order to clearly illustrate the various components of the reducer 14, Figure 3AThe housing 144 of the reducer 14 is omitted.

[0065] The output shaft 141 of the cycloid gear reducer is provided with a mechanical limit mechanism, which is Figure 3A The protrusion A in the middle is configured so that the output shaft 141 can only rotate a set angle corresponding to the axial distance of the sliding sleeve 12.

[0066] The exemplary embodiment uses a cycloidal gear reducer integrated with a mechanical limit mechanism to achieve the improvement of motor torque and position feedback, with high integration, low cost, and fast response speed. In addition, the reduction ratio of the cycloidal gear reducer is much higher than that of the planetary gear reducer in the prior art under the same volume, so a smaller motor can meet the design requirements, thereby advantageously saving occupied space and being more friendly to the vehicle layout. In addition, the rotation angle accuracy of the cycloidal gear reducer is also higher, which is more helpful for the actuator to achieve precise control of switching between the engaged and disengaged states.

[0067] In this exemplary embodiment, the reducer 14 also includes a corresponding mechanism that cooperates with the mechanical limit mechanism, namely Figure 3B The recess B shown in FIG. 1 allows the protrusion A to slide therein.

[0068] In another exemplary embodiment, the mechanical limiting mechanism and the corresponding mechanism may also be in opposite forms, that is, the mechanical limiting mechanism may be configured as a recess B, and the corresponding mechanism may be configured as a protrusion A.

[0069] In this exemplary embodiment, see Figure 3A and 3B The mechanical limiting mechanism of the output shaft 141 is arranged on the side of the gear ring 141 a facing the supporting disk 143 . The corresponding mechanism is arranged on the supporting disk 143 .

[0070] By arranging the corresponding mechanism on the support plate 143, the mechanical limiting effect is better, because the support plate 143 and the output shaft 141 are made of the same or similar material, so it is more wear-resistant than two matching parts made of different materials. In addition, the parts are more integrated and the structure is more compact.

[0071] In another exemplary embodiment, the mechanical limiting mechanism of the output shaft 141 may also be provided on the side of the ring gear 141 a facing the housing 144 , and the corresponding mechanism may be provided on the housing 144 of the reducer 14 .

[0072] In another exemplary embodiment, the corresponding mechanism may be provided not on the reducer 14 but on other devices adjacent to the output shaft 141 .

[0073] Figure 3B Shows Figure 3A Exploded view of the components in the Figure 3A compared to, Figure 3B The support plate 143 is removed in the left figure of Figure 3B The support plate 143 is shown separately in the right figure of FIG.

[0074] Within the scope of the present invention, the reduction ratio of the cycloid gear reducer can be set to 10-30. It should be noted that a small reduction ratio means a short response time, but a low output torque, and a small axial driving force that the drive block can provide. A large reduction ratio means a long response time, but a large output torque, and a large axial driving force that the drive block can provide. Within the range of the reduction ratio, a response time and output torque that meet the requirements are provided.

[0075] In this exemplary embodiment, the reduction ratio of the cycloid gear reducer is set to 20, thereby more advantageously providing a shorter response time and a larger output torque. As can be seen from the figure, the cycloid gear 142 is provided with 19 external teeth, and the ring gear 141a is provided with 20 internal teeth. Thus, a reduction ratio of 20 is formed. In the same volume, the reduction ratio of the planetary gear reducer is about 10.

[0076] The cycloid gear 142 has 8 transmission pins 142a, which are integrally constructed with the cycloid gear 142. The cycloid gear 142 is eccentric, so the 8 transmission pins 142a rotate eccentrically. The support plate 143 is provided with 8 support holes 143a. The support holes 143a are designed as through holes in this example, but can also be designed as blind holes. The diameters of these 8 support holes 143a are respectively matched with the diameters of the 8 transmission pins 142a of the cycloid gear 142 to accommodate the eccentric rotation of each transmission pin 142a therein. The diameter of the support hole 143a is generally slightly larger than the outer envelope circle formed by the rotation of the corresponding transmission pin 142a, for example, 0.15 to 0.2 mm larger than the diameter of the outer envelope circle.

[0077] Figures 4A-4C The Figure 2A The disconnection unit 10 is now in a connected state. Figures 5A-5C The Figure 2B The sectional view obtained by cutting along the FF, GG and HH lines of the embodiment of the present invention. The disconnection unit 10 is in a disengaged state at this time. For the convenience of comparison, the two sectional views at the same position are arranged side by side.

[0078] Compare Figure 4A and 5A , the driving block 15 rotates 180 degrees from the right end to the left end, driving the sliding sleeve 12 to move from the right end point to the left end point, and then switches from the engaged state to the disengaged state. Figure 4B and 5BIn this switching process, the protrusion A of the output shaft 141 slides from one end of the recess B to the other end in the recess B accordingly. The recess 15 is in an arc shape, and has an arc angle of 180 degrees. The rotation angle of the driving block 15 and the arc angle of the recess 15 can be designed according to the specific application, and are not limited here. It can also be seen that the diameter of the eight supporting holes 143a of the supporting plate 143 is larger than the eight driving pins 142a, and these driving pins 142a rotate eccentrically in the supporting holes 143a. Figure 4C and 5C The meshing of the cycloid gear 142 and the output shaft 141 in an engaged state and a disengaged state are respectively shown.

[0079] In addition, in an exemplary embodiment, the motor 13 and the reducer 14 in the disconnect unit 10 are coupled so that when the mechanical limiting mechanism (here is the protrusion A) acts, the motor 13 maintains a first rotation direction to maintain one of the engaged or disengaged states, and when it is necessary to switch to another state, the motor 13 rotates in the opposite direction relative to the first rotation direction.

[0080] Due to the limiting effect of the mechanical limiting mechanism and the motor 13 maintaining the original direction, the motor 13 will be blocked, and the MOS tube inside the motor will detect the increase in current. The advantage of this setting is that by eliminating the expensive sensor device used in traditional output feedback means, the change of motor current increase is simply and conveniently used to output position feedback, further reducing costs.

[0081] Figure 6 Another cross-sectional view of the disconnection unit 10 of the present invention is shown. The disconnection unit 10 is in a position just beginning to enter the engagement state. The sliding sleeve 12 is connected to the connecting shaft 11 via a segmented spline, which is 4 spline pairs spaced apart from each other in the axial direction. The first spline pair 11a, 12a arranged on the far left of the 4 spline pairs meets earlier than the other spline pairs during the engagement process. This is achieved by adjusting the axial position of the first spline pair 11a, 12a. As a result, the first spline pair can serve as a guide to guide the engagement of the other spline pairs.

[0082] The circled detail C shows the first spline pair 11a, 12a. Figure 6 The upper right shows an enlarged view of detail C. It can be seen that the first spline pairs 11a, 12a are provided with end chamfers 11a', 12a', respectively, and when they meet, their end chamfers can abut against each other.

[0083] By setting the axial position of the first spline pair 11a, 12a and providing the end chamfers 11a', 12a', the first spline pair meets first and can then serve as a guide to guide the engagement of other spline pairs, so that the engagement success rate is higher. Due to the chamfer design, the internal splines and external splines of the first spline pair 11a, 12a are in line contact at the moment of contact, rather than surface contact, so that the friction is low and the noise is less.

[0084] In other exemplary embodiments, the first spline pairs 11a and 12a may also be arranged at other positions of the segmented spline, which can also achieve the purpose of the present invention.

[0085] The power transmission system of the vehicle provided by the present invention includes: a drive motor (not shown) having a drive shaft; a reduction gearbox (not shown) having at least one transmission shaft; and the disconnect unit 10 mentioned above, wherein the first shaft is the drive shaft or the at least one transmission shaft.

[0086] The synchronization mechanism of the vehicle provided by the present invention comprises: a differential (not shown) having a differential output shaft; and the disconnection unit 10 mentioned above, wherein the first shaft is the differential output shaft and the first component is a wheel.

[0087] The vehicle provided by the present invention includes the power transmission system and / or the synchronization mechanism described above. The vehicle can be an electrified vehicle, such as a battery electric vehicle (BEV), a hybrid electric vehicle (HEV), a plug-in hybrid electric vehicle (PHEV), or a range extended electric vehicle (REEV). The vehicle can also be a hydrogen energy vehicle. It should be understood that the vehicle of the present invention also has the advantages described above with respect to the disconnect unit, the power transmission system, and the synchronization mechanism.

[0088] Although exemplary embodiments have been described in the foregoing description, it should be noted that a large number of variants are possible. It should also be noted that the exemplary embodiments are merely examples and should not be considered as limiting the scope of protection, applicability and device configuration according to the exemplary embodiments in any way. Rather, the overview and description of the embodiments provide a person skilled in the art with guidance for implementing at least one exemplary embodiment, wherein various modifications can be made in terms of the function and layout of the components, as long as they do not deviate from the scope of protection determined by the claims and equivalent feature combinations.

Claims

1. A disconnect unit (10) for engaging and disengaging a first shaft (1) with a first component (2), wherein: The disconnection unit comprises: a connecting shaft (11) arranged coaxially with the first shaft, one end of the connecting shaft being rotatably supported on the first shaft and the other end being fixedly connected to the first component, A sliding sleeve (12) is respectively sleeved on the outer sides of the first shaft and the connecting shaft. The sliding sleeve is rotationally fixedly connected to the first shaft and can axially reciprocate an axial distance to engage or disengage with the connecting shaft. In the engaged state, the first shaft rotates together with the first component. In the disengaged state, the first shaft is independent of the first component. The sliding sleeve is provided with a circumferential groove (12a) open to the outside. The motor (13) is used to output torque. A reducer (14), connected to the motor, comprising an output shaft (141), A driving block (15) is fixedly connected to the output shaft (141) and extends into the circumferential groove (12a) of the sliding sleeve so as to be driven by the reducer to rotate, thereby driving the sliding sleeve to reciprocate in the axial direction. The reducer is a cycloid gear reducer, and a mechanical limit mechanism is provided on the output shaft (141), so that the output shaft can only rotate to a set angle corresponding to the axial distance.

2. The disconnecting unit according to claim 1, wherein: The reducer includes a corresponding mechanism that cooperates with the mechanical limiting mechanism, one of the mechanical limiting mechanism and the corresponding mechanism is a protrusion (A), and the other is a recess (B) allowing the protrusion to slide therein.

3. The disconnect unit according to claim 2, wherein: The cycloid gear reducer comprises: a housing; a cycloid gear (142) as an input shaft, a plurality of transmission pins (142a) being provided on the end face of the cycloid gear; and a support plate (143) for supporting the plurality of transmission pins, wherein the output shaft (141) comprises a gear ring (141a) arranged around the cycloid gear (142).

4. The disconnect unit according to claim 3, wherein: The mechanical limiting mechanism is arranged on a side of the gear ring facing the supporting disk, and the corresponding mechanism is arranged on the supporting disk.

5. The disconnect unit according to claim 3, wherein: The mechanical limiting mechanism is arranged on a side of the gear ring facing the housing, and the corresponding mechanism is arranged on the housing of the reducer.

6. The disconnect unit according to claim 3, wherein: The motor (13) and the reducer (14) are coupled such that when the mechanical limiting mechanism acts, the motor maintains a first rotation direction to maintain one of an engaged or disengaged state, and when it is necessary to switch to another state, the motor rotates in the opposite direction relative to the first rotation direction.

7. The disconnection unit according to any one of claims 1 to 6, wherein: The sliding sleeve (12) is connected to the connecting shaft (11) via a segmented spline, wherein the segmented spline is a plurality of spline pairs spaced apart from each other in the axial direction, and the plurality of spline pairs include a first spline pair (11a; 12a) that meets earlier than other spline pairs during engagement.

8. The disconnect unit according to claim 7, wherein: The first spline pairs are respectively provided with end face chamfers that can abut against each other when meeting.

9. The disconnect unit according to claim 1, wherein: The reduction ratio of the cycloid gear reducer is set to 10-30.

10. A power transmission system for a vehicle, comprising: A drive motor having a drive shaft; A reduction gearbox having at least one transmission shaft; as well as The disconnect unit (10) according to any one of claims 1 to 9, wherein the first shaft is the drive shaft or the at least one transmission shaft.

11. A synchronization mechanism for a vehicle, comprising: A differential having a differential output shaft, The disconnect unit (10) according to any one of claims 1 to 9, wherein the first shaft is a differential output shaft and the first component is a wheel.

12. A vehicle comprising the power transmission system according to claim 10 and / or the synchronizing mechanism according to claim 11.

Images