Speed reducer assembly and vehicle with same

Abstract

The invention provides a speed reducer assembly and a vehicle with the same. The speed reducer assembly comprises a shell assembly, a differential mechanism assembly, a transmission system and a disconnection executing mechanism, and the shell assembly is provided with a containing cavity; the differential assembly is connected with the shell assembly; the transmission system is arranged in the containing cavity and comprises an input gear shaft, an output gear and a transmission chain, input power of the input gear shaft is transmitted to the output gear through the transmission chain, the output gear is connected with the differential mechanism assembly, and the transmission chain comprises a plurality of transmission elements connected in sequence; and the disconnection execution mechanism is arranged in the accommodating cavity, is connected with the transmission chain, and has a first working state for connecting the transmission chain and a second working state for disconnecting the transmission chain. By arranging the disconnection executing mechanism, the transmission chain can be conveniently disconnected according to actual requirements, and the problem that in the prior art, energy consumption is large when a vehicle is in a no-load state is solved.

Description

Technical Field

[0001] This invention relates to the field of speed reducer assembly technology, and more specifically, to a speed reducer assembly and a vehicle having the same. Background Technology

[0002] In the current technology, domestic electric vehicle products are developing rapidly. In the commercial vehicle field, electric trucks have begun to be used extensively in some special use scenarios, such as port transportation, short-distance transportation, and short-distance transportation in mining areas. In these cases, it is often a one-way transportation, and the return trip is empty. However, when the vehicle returns empty, it still maintains the operation of the entire drivetrain, which consumes a lot of energy and increases operating costs.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] The main objective of this invention is to provide a speed reducer assembly and a vehicle having the same, in order to solve the problem of high energy consumption in vehicles when unloaded in the prior art.

[0005] This application provides a reducer assembly, including: a housing assembly having a receiving cavity; a differential assembly connected to the housing assembly; a transmission system disposed within the receiving cavity, the transmission system including an input gear shaft, an output gear, and a transmission chain, the input power of the input gear shaft being transmitted to the output gear via the transmission chain, the output gear being connected to the differential assembly, the transmission chain including a plurality of sequentially connected transmission elements; and a disconnection actuator disposed within the receiving cavity, the disconnection actuator being connected to the transmission chain, the disconnection actuator having a first working state of connecting the transmission chain and a second working state of disconnecting the transmission chain.

[0006] Furthermore, the receiving cavity includes a main cavity and a working cavity, which are interconnected by a connecting channel. The transmission system is located within the main cavity. The disconnection actuator includes: a drive assembly located within the working cavity; and an execution assembly, one end of which is connected to the drive assembly, and the execution assembly extends along the connecting channel so that the other end of the execution assembly is connected to the transmission chain. The drive assembly is movable within the working cavity in a preset direction to drive the execution assembly to move synchronously, thereby realizing the switching of the disconnection actuator between a first working state and a second working state.

[0007] Furthermore, the multiple transmission elements include a first transmission element and a second transmission element arranged adjacent to each other along the force transmission direction of the transmission chain. The actuation assembly includes: a shift fork, one end of which is connected to a drive assembly, which drives the shift fork to move in a preset direction; a fixed toothed sleeve, which is fixedly connected to the first transmission element; and a sliding toothed sleeve, which is connected to the shift fork and slidably connected to the fixed toothed sleeve, so that the sliding toothed sleeve has an engaged position connected to the second transmission element and a disengaged position disconnected from the second transmission element. When the sliding toothed sleeve is in the engaged position, the disengagement actuation mechanism is in a first working state, and when the sliding toothed sleeve is in the disengaged position, the disengagement actuation mechanism is in a second working state.

[0008] Furthermore, the first transmission element includes an intermediate gear shaft, the second transmission element includes a primary driven gear, the second transmission element is loosely fitted onto the first transmission element, the sliding gear sleeve is splinedly connected to the fixed gear sleeve, and the sliding gear sleeve is splinedly connected to the second transmission element.

[0009] Furthermore, the side wall of the working chamber is provided with an air intake channel. The drive assembly includes: a shift fork shaft, which is movably disposed in the working chamber along a preset direction, with a shift fork connected to the shift fork shaft, and the axial direction of the shift fork shaft being the same as the preset direction; a cylinder assembly, which is disposed in the working chamber, and the cylinder assembly is close to the first end of the working chamber in the preset direction, with one end of the shift fork shaft extending into the cylinder assembly; and an air intake assembly, which is disposed in the air intake channel and communicates with the air port of the cylinder assembly. The air intake assembly fills the cylinder assembly with gas, which can push the shift fork shaft to move away from the cylinder assembly, thereby switching the disconnecting actuator from the second working state to the first working state.

[0010] Furthermore, the working chamber includes a drive chamber, a first movable chamber, and a second movable chamber arranged sequentially along a preset direction. The side wall of the drive chamber has an air intake channel. The cylinder assembly is located inside the drive chamber. The first movable chamber is connected to the main body chamber through a connecting channel. The diameter of the first movable chamber is larger than that of the second movable chamber. A stop step is formed between the first movable chamber and the second movable chamber. The drive assembly also includes a return elastic element, which is sleeved on the shift fork shaft. The first end of the return elastic element is connected to either the shift fork or the shift fork shaft, and the second end of the return elastic element is connected to the stop step. When the disconnecting actuator is in the second working state, the return elastic element is in a natural state. When the disconnecting actuator is in the first working state, the return elastic element is in a compressed state.

[0011] Furthermore, a detection channel is provided on the side wall of the first active cavity, and the drive assembly also includes a position detection sensor located in the detection channel. The position detection sensor is used to detect the current position of the shift fork shaft.

[0012] Furthermore, the housing assembly includes: a housing body; a reducer cover, the reducer cover being detachably connected to the housing body, and when the reducer cover is connected to the housing body, the reducer cover and the housing body enclose a receiving cavity.

[0013] Furthermore, the reducer cover is equipped with a motor connection structure, through which the reducer cover is connected to an external motor.

[0014] According to another aspect of the present invention, a vehicle is provided having a reduction gear assembly, the reduction gear assembly being the aforementioned reduction gear assembly.

[0015] The technical solution of this application ensures effective isolation between the internal transmission system and the external environment, protecting the transmission system from external influences. The differential assembly, through the precise connection of the housing assembly, ensures the smoothness and accuracy of power transmission. The input power from the input gear shaft is transmitted to the output gear via the transmission chain, and then the output gear is connected to the differential assembly. The precisely designed meshing between the gear shaft and the gear reduces energy loss during power transmission and improves the efficiency of the entire transmission system. The setting of the disconnect actuator allows the transmission chain to be disconnected according to actual needs, saving energy and reducing operating costs. For example, the transmission chain can be disconnected during empty return trips or during light-load transport, reducing unnecessary power consumption and solving the problem of high energy consumption when vehicles are unloaded in the prior art. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A schematic diagram of a first embodiment of the reducer assembly according to the present invention is shown;

[0018] Figure 2 A schematic diagram of a second embodiment of the reducer assembly according to the present invention is shown;

[0019] Figure 3 A schematic diagram of a third embodiment of the reducer assembly according to the present invention is shown;

[0020] Figure 4 A schematic diagram of a fourth embodiment of the reducer assembly according to the present invention is shown;

[0021] Figure 5 A schematic diagram of a fifth embodiment of the reducer assembly according to the present invention is shown;

[0022] Figure 6A structural schematic diagram of an embodiment of the housing assembly according to the present invention is shown;

[0023] Figure 7 A schematic diagram of an embodiment of the sliding toothed sleeve according to the present invention is shown;

[0024] Figure 8 A schematic diagram of an embodiment of the fixed toothed sleeve according to the present invention is shown;

[0025] Figure 9 A schematic diagram of an embodiment of the intermediate gear shaft according to the present invention is shown;

[0026] Figure 10 A schematic diagram of an embodiment of the first-stage driven gear according to the present invention is shown.

[0027] The above figures include the following reference numerals:

[0028] 10. Housing assembly; 110. Receiving cavity; 111. Main cavity; 112. Working cavity; 113. Connecting channel;

[0029] 20. Differential assembly;

[0030] 30. Transmission system; 310. Transmission chain; 311. First transmission element; 312. Second transmission element;

[0031] 40. Disconnect the actuator; 410. Drive component; 420. Execution component;

[0032] 1. Housing body; 101. Drive cavity; 102. Air intake channel; 104. First movable cavity; 105. Detection channel; 106. Stop step; 107. Second movable cavity;

[0033] 121. Cylinder mounting threaded hole; 122. Air pipe connector mounting hole; 123. Cylinder; 124. First shift fork shaft guide hole; 125. Sensor mounting hole; 126. Return spring mounting surface; 127. Second shift fork shaft guide hole;

[0034] 2. Gearbox cover; 210. Motor connection structure;

[0035] 3. Input gear shaft;

[0036] 4. Intermediate gear shaft; 401. Intermediate gear shaft spline;

[0037] 5. First-stage driven gear; 501. Splined first-stage driven gear;

[0038] 6. Output gear;

[0039] 7. Differential housing; 8. Adjusting ring; 9. Differential oil guide cover; 11. Planetary gear; 12. Planetary gear shaft; 13. Input oil seal; 14. First bearing; 15. Second bearing; 16. Third bearing; 17. Fourth bearing; 18. Spacer; 19. Needle roller bearing;

[0040] 21. Sliding gear sleeve; 211. Inner spline of sliding gear sleeve; 212. Shift fork groove;

[0041] 22. Fixed gear sleeve; 221. Fixed gear sleeve inner spline; 222. Fixed gear sleeve outer spline;

[0042] 23. Shift fork shaft; 24. Return elastic element; 25. Shift fork; 26. Position detection sensor; 27. Adjusting shim; 28. Intake assembly; 29. ​​O-ring; 31. Cylinder head; 35. Half shaft gear. Detailed Implementation

[0043] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0044] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0045] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0046] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0047] Combination Figures 1 to 10 As shown, according to a specific embodiment of this application, a speed reducer assembly is provided.

[0048] Specifically, the reducer assembly includes: a housing assembly 10, a transmission system 30, and a disconnection actuator 40. The housing assembly 10 has a receiving cavity 110; a differential assembly 20 is connected to the housing assembly 10; the transmission system 30 is disposed within the receiving cavity 110, and the transmission system 30 includes an input gear shaft 3, an output gear 6, and a transmission chain 310. The input power of the input gear shaft 3 is transmitted to the output gear 6 via the transmission chain 310. The output gear 6 is connected to the differential assembly 20, and the transmission chain 310 includes a plurality of sequentially connected transmission elements; the disconnection actuator 40 is disposed within the receiving cavity 110, and the disconnection actuator 40 is connected to the transmission chain 310. The disconnection actuator 40 has a first working state of connecting the transmission chain 310 and a second working state of disconnecting the transmission chain 310.

[0049] Applying the technical solution of this embodiment, the design of the housing assembly 10 ensures effective isolation between the internal transmission system of the housing cavity 110 and the external environment, protecting the transmission system from external influences. The differential assembly 20, through the precise connection of the housing assembly 10, ensures the smoothness and accuracy of power transmission. The input power of the input gear shaft 3 is transmitted to the output gear 6 through the transmission chain 310, and then the output gear 6 is connected to the differential assembly 20. The precisely designed meshing between the gear shaft and the gear reduces energy loss during power transmission and improves the efficiency of the entire transmission system. The setting of the disconnect actuator 40 allows the transmission chain to be disconnected according to actual needs, saving energy and reducing operating costs. For example, the transmission chain can be disconnected during empty return trips or during transport with a small load, reducing unnecessary power consumption and solving the problem of high energy consumption of vehicles when unloaded in the prior art.

[0050] It should be noted that the transmission chain 310 is used to transmit power from the power source to the disconnection actuator 40, and the transmission element can be an input shaft, gear, chain, output shaft, or other components.

[0051] Furthermore, the receiving cavity 110 includes a main cavity 111 and a working cavity 112, which are interconnected by a connecting channel 113. The transmission system 30 is disposed within the main cavity 111. The disconnecting actuator 40 includes a drive assembly 410 and an execution assembly 420. The drive assembly 410 is located within the working cavity 112. One end of the execution assembly 420 is connected to the drive assembly 410, and the execution assembly 420 extends along the connecting channel 113 so that the other end of the execution assembly 420 is connected to the transmission chain 310. The drive assembly 410 is movably disposed within the working cavity 112 in a preset direction to drive the execution assembly 420 to move synchronously, thereby realizing the switching of the disconnecting actuator 40 between a first working state and a second working state.

[0052] In this embodiment, the receiving cavity 110 is divided into a main cavity 111 and a working cavity 112. The independent design of the main cavity 111 and the working cavity 112 can better protect key components and avoid mutual interference when components in different parts move. The drive component 410 in the working cavity 112 can move in a preset direction, driving the execution component 420 to move synchronously, thereby realizing the connection or disconnection of the transmission chain 310. This design ensures the smooth transition of the disconnecting execution mechanism 40 between the first working state and the second working state.

[0053] Specifically, the multiple transmission elements include a first transmission element 311 and a second transmission element 312 arranged adjacent to each other along the force transmission direction of the transmission chain. The execution assembly 420 includes a shift fork 25, a fixed toothed sleeve 22, and a sliding toothed sleeve 21. One end of the shift fork 25 is connected to the drive assembly 410, which drives the shift fork 25 to move in a preset direction. The fixed toothed sleeve 22 is fixedly connected to the first transmission element 311. The sliding toothed sleeve 21 is connected to the shift fork 25 and is slidably connected to the fixed toothed sleeve 22, so that the sliding toothed sleeve 21 has an engaged position connected to the second transmission element 312 and a disengaged position separated from the second transmission element 312. When the sliding toothed sleeve 21 is in the engaged position, the disengagement execution mechanism 40 is in a first working state, and when the sliding toothed sleeve 21 is in the disengaged position, the disengagement execution mechanism 40 is in a second working state.

[0054] In this embodiment, the drive assembly 410 is responsible for driving the shift fork 25 to move in a preset direction, while the fixed toothed sleeve 22 is firmly connected to the first transmission element 311. The sliding toothed sleeve 21 can slide on the fixed toothed sleeve 22 via the shift fork 25. The sliding toothed sleeve 21 has two position states: one is the engaged position, in which the sliding toothed sleeve 21 is connected to the second transmission element 312, and the transmission chain 310 is complete when the disconnecting actuator 40 is in the first working state; the other is the disengaged position, in which the sliding toothed sleeve 21 is disengaged from the second transmission element 312, and the transmission chain 310 is disconnected when the disconnecting actuator 40 is in the second working state. This design can achieve dynamic connection and disconnection of the transmission system by changing the position of the sliding toothed sleeve 21. When the vehicle load changes, such as during the return trip under no-load conditions, the energy consumption can be reduced by changing the position of the sliding toothed sleeve 21, thus reducing the excessive load on the transmission system.

[0055] Specifically, the first transmission element 311 includes an intermediate gear shaft 4, the second transmission element 312 includes a first-stage driven gear 5, the second transmission element 312 is loosely fitted on the first transmission element 311, the sliding tooth sleeve 21 is splinedly connected to the fixed tooth sleeve 22, and the sliding tooth sleeve 21 is splinedly connected to the second transmission element 312.

[0056] In this embodiment, by setting the second transmission element 312 to be loosely fitted on the first transmission element 311, the sliding tooth sleeve 21 is splinedly connected to the fixed tooth sleeve 22. By controlling the movement of the sliding tooth sleeve 21, its internal spline can be connected or disconnected from the spline on the first-stage driven gear 5, thereby realizing the on / off of the transmission chain, which can be flexibly adjusted under different working conditions.

[0057] Preferably, the side wall of the working chamber 112 is also provided with an air intake channel 102. The drive assembly 410 includes a shift fork shaft 23, a cylinder assembly, and an air intake assembly 28. The shift fork shaft 23 is movably disposed in the working chamber 112 along a preset direction. The shift fork 25 is connected to the shift fork shaft 23, and the axial direction of the shift fork shaft 23 is the same as the preset direction. The cylinder assembly is disposed in the working chamber 112, and the cylinder assembly is close to the first end of the working chamber 112 in the preset direction. One end of the shift fork shaft 23 extends into the cylinder assembly. The air intake assembly 28 is disposed in the air intake channel 102 and is connected to the air port of the cylinder assembly. The air intake assembly 28 fills the cylinder assembly with gas, which can push the shift fork shaft 23 to move away from the cylinder assembly, thereby switching the disconnecting actuator 40 from the second working state to the first working state.

[0058] In this embodiment, the side wall of the working chamber 112 is provided with an air intake channel 102. The drive assembly 410 includes a shift fork shaft 23 and a cylinder assembly. The shift fork shaft 23 moves in a specific preset direction. One end of the shift fork shaft 23 is inserted into the cylinder assembly, and the other end is connected to the shift fork 25 to ensure consistent axial movement. The first end of the cylinder assembly adjacent to the working chamber 112 is connected to an external air source through the air intake assembly 28. When the air intake assembly 28 fills the cylinder assembly with gas, the resulting pressure causes the shift fork shaft 23 to move away from the cylinder assembly, thereby driving the disconnect actuator 40 to switch states from the second working state to the first working state. Using air pressure as a power source, the operation is simple and the response is rapid. It realizes efficient management and switching of the reducer transmission chain, meets the needs of reducing energy consumption and mechanical wear in specific usage scenarios, such as high-speed driving or no-load conditions, and improves the overall economy and reliability of the vehicle.

[0059] In one exemplary embodiment of this application, the cylinder assembly includes a cylinder 123 and a cylinder head 31. An air inlet is formed on the side wall of the cylinder 123, and the air inlet is connected to an air intake assembly 28. The cylinder head 31 is located on one side of the cylinder 123, and after the cylinder head 31 is connected to the cylinder 123, a closed air chamber is formed. Figure 5 As shown, when the gas in the air chamber increases, it can push the shift fork shaft 23 to move to the left, thereby driving the sliding tooth sleeve 21 to the position of connecting with the first-stage driven gear 5, so that the transmission chain is connected.

[0060] Preferably, the working chamber 112 includes a drive chamber 101, a first movable chamber 104, and a second movable chamber 107 arranged sequentially along a preset direction. The side wall of the drive chamber 101 is provided with an air intake channel 102. The cylinder assembly is located inside the drive chamber 101. The first movable chamber 104 is connected to the main body chamber 111 through a connecting channel 113. The diameter of the first movable chamber 104 is larger than the diameter of the second movable chamber 107. A stop step 106 is formed between the first movable chamber 104 and the second movable chamber 107. The drive assembly 410 also includes a return elastic member 24, which is sleeved on the shift fork shaft 23. The first end of the return elastic member 24 is connected to either the shift fork 25 or the shift fork shaft 23, and the second end of the return elastic member 24 is connected to the stop step 106. When the disconnecting actuator 40 is in the second working state, the return elastic member 24 is in the natural state. When the disconnecting actuator 40 is in the first working state, the return elastic member 24 is in the compressed state.

[0061] In this embodiment, the working chamber 112 is sequentially configured as a drive chamber 101, a first movable chamber 104, and a second movable chamber 107 along a preset direction. The air intake channel 102 on the side wall of the drive chamber 101 is used to introduce compressed gas, and the cylinder assembly is placed inside the drive chamber 101. The key to disconnecting the actuator 40 lies in the cooperation between the shift fork shaft 23 and the return elastic member 24. The first end of the return elastic member 24 is connected to the shift fork 25 or the shift fork shaft 23, and the second end is connected to the stop step 106 between the first movable chamber 104 and the second movable chamber 107. When the disconnecting actuator 40 is in the second working state, i.e., the transmission chain is disconnected, the return elastic element 24 is in its natural state. When the disconnecting actuator 40 is in the first working state, i.e., the transmission chain is connected, the return elastic element 24 is compressed, and the shift fork shaft 23 moves to the second active chamber 107 under the action of compressed gas, driving the shift fork 25 to push the sliding tooth sleeve 21, thereby realizing the connection of power transmission. When the compressed gas decreases, the shift fork shaft 23 can automatically reset under the elastic force of the return elastic element 24 to disconnect the transmission chain. The automatic reset using the elastic force of the return elastic element 24 can improve the response speed and reliability of the system.

[0062] Specifically, the side wall of the first active cavity 104 is also provided with a detection channel 105, and the drive assembly 410 also includes a position detection sensor 26, which is located in the detection channel 105 and is used to detect the current position of the shift fork shaft 23.

[0063] In this embodiment, the position detection sensor 26 is used to measure the position of an object in space or its displacement relative to a reference point, and can provide accurate position information. By setting the position detection sensor 26, the movement state of the shift fork shaft 23 can be monitored in real time to ensure that it accurately moves the sliding tooth sleeve 21 to the predetermined position, thereby accurately controlling the connection and disconnection of the transmission chain.

[0064] Furthermore, the housing assembly 10 includes a reducer cover 2 detachably connected to the housing body 1, wherein when the reducer cover 2 is connected to the housing body 1, the reducer cover 2 and the housing body 1 enclose a receiving cavity 110.

[0065] In this embodiment, the detachable design of the reducer cover 2 and the housing body 1 makes the disassembly and assembly of the reducer assembly more convenient and facilitates subsequent maintenance. During the assembly process, the detachable design allows the components on the reducer cover 2 to be assembled independently first, and then assembled with the housing body 1, which improves the efficiency of the assembly line and simplifies the production line layout.

[0066] Preferably, the reducer cover 2 is provided with a motor connection structure 210, and the reducer cover 2 is connected to an external motor through the motor connection structure 210.

[0067] In this embodiment, the reducer cover 2 is provided with a motor connection structure 210. The motor connection structure 210 is a specific component used to fix the motor and the reducer cover 2. For example, the motor connection structure 210 can provide a motor mounting flange. In different application scenarios, couplings, bolts, and other structures can also be used to replace the traditional flange connection. This structure allows the reducer cover 2 to be directly connected to an external motor, simplifying the installation process and enhancing the modularity of the system.

[0068] According to another embodiment of this application, a vehicle is provided having a reduction gear assembly, which is the reduction gear assembly described above.

[0069] By applying the technical solution of this application and adopting this reducer assembly, the electric drive reducer in the vehicle can intelligently adjust the connection state of the transmission chain according to the actual working conditions of the vehicle, thereby realizing the effective use of energy and the protection of the power system, effectively reducing energy waste. Especially in the working conditions of no-load or light-load high-speed driving, it can significantly reduce energy consumption and thus reduce operating costs.

[0070] This application also provides a preferred embodiment of a disconnectable electric drive reducer for electric drive axle vehicle models.

[0071] Specifically, the reducer assembly comprises an integral reducer housing (i.e., the aforementioned housing body 1), a motor mounting cover, two-stage transmission gears, a differential, and a transmission chain disconnection mechanism. The integral reducer housing design integrates the disconnection actuator 40 within the housing, offering advantages such as compact structure, high component precision, and high reliability. The reducer cover 2 is integrated with the motor mounting flange, providing greater flexibility in matching different motors compared to other electric drive reducer designs that integrate the motor mounting flange with the reducer housing. Only a suitable motor mounting cover needs to be developed, resulting in lower costs compared to developing the entire reducer housing assembly.

[0072] Specifically, the reducer assembly in this embodiment mainly consists of a housing body 1, a differential assembly 20, a transmission system 30, a disconnection actuator 40, and a reducer cover 2.

[0073] Furthermore, the differential assembly 20 is installed in the differential bearing hole of the housing body 1, and its axial position is adjusted and fixed by the adjusting rings 8 on both sides. The differential assembly 20 includes a differential oil guide cover 9.

[0074] The transmission system 30 consists of an input gear shaft 3, an intermediate gear shaft 4, a first-stage driven gear 5, a second-stage driven gear (i.e., the aforementioned output gear 6), a first bearing 14, a second bearing 15, a third bearing 16, a fourth bearing 17, a spacer 18, and a needle roller bearing 19. The first bearing 14 and the second bearing 15 are press-fitted onto both ends of the input gear shaft 3. The outer ring of the first bearing 14 is installed in the bearing hole of the reducer cover 2, and the outer ring of the second bearing 15 is installed in the bearing hole of the housing body 1, supporting the input gear shaft 3. The third bearing 16 and the fourth bearing 17 are installed at both ends of the intermediate gear shaft 4. The outer ring of the third bearing 16 is installed in the bearing hole of the reducer cover 2, and the outer ring of the fourth bearing 17 is installed in the bearing hole of the housing body 1, supporting the intermediate gear shaft 4. An input oil seal 13 is provided between the input gear shaft 3 and the reducer housing.

[0075] Specifically, the fixed gear sleeve 22 engages with the intermediate gear shaft spline 401 of the intermediate gear shaft 4 via the inner spline 221 of the fixed gear sleeve, and the outer spline 222 of the fixed gear sleeve 22 engages with the inner spline 211 of the sliding gear sleeve 21. The fork of the shift fork 25 is engaged in the shift fork groove 212 of the sliding gear sleeve 21, and the shift fork 25 pushes the sliding gear sleeve 21 to move axially along the intermediate gear shaft 4. The shift fork 25 and the return spring (i.e., the aforementioned return elastic element 24) are installed on the outer diameter of the shift fork shaft 23. The two end faces of the return spring are distributed at the end face of the shift fork 25 and the return spring mounting surface 126 of the housing body 1. The O-ring 29 is installed in the rectangular groove of the shift fork shaft 23 and is aligned with the inner wall of the cylinder 123 of the housing body 1. The outer diameter of the shift fork shaft 23 is fitted with the first shift fork shaft guide hole 124 and the second shift fork shaft guide hole 127 of the housing body 1, allowing the shift fork shaft 23 to slide along its axial direction. The position detection sensor 26 is threadedly installed in the sensor mounting hole 125 of the housing body 1. The position detection sensor 26 identifies the position of the shift fork 25 and transmits the disconnection and connection signals of the reducer. The air pipe connector (i.e., the aforementioned air intake assembly 28) is threadedly installed in the air pipe connector mounting hole 122 of the housing body 1. Compressed gas enters the cylinder 123 through the air pipe connector, pushing the shift fork shaft 23 to slide. The cylinder head 31 is threadedly installed in the cylinder mounting threaded hole 121 of the housing body 1, achieving a seal for the cylinder 123.

[0076] In one exemplary embodiment of this application, the shift fork shaft 23 includes a head and a lever, the head being larger than the lever, the shift fork 25 being connected to the lever, and an adjusting shim 27 being disposed between the shift fork 25 and the head of the shift fork shaft 23.

[0077] Specifically, the first-stage driven gear 5 is mounted on the intermediate gear shaft 4. When the sliding sleeve 21 slides axially under the action of the shift fork 25, the internal spline of the sliding sleeve 21 will engage with the external spline of the first-stage driven gear 5. The second-stage driven gear integrates a cylindrical gear and part of the differential housing structure, and is bolted to the differential housing 7 to form a closed differential housing. The half-shaft gear 35, planetary gear 11, and planetary gear shaft 12 are mounted inside the differential housing, which is a conventional differential structure. The differential assembly is mounted in the housing body 1 through differential bearings. The gear on the input gear shaft 3 meshes with the first-stage driven gear 5 on the intermediate gear shaft 4, and the pinion on the intermediate gear shaft 4 meshes with the second-stage driven gear. The motor is mounted on the connecting flange of the reducer cover 2, and the motor output shaft is splined to the input gear shaft 3 to realize power input.

[0078] In this embodiment, the working principle of the disconnecting actuator 40 is as follows: by using the shift fork structure, the compressed gas is switched on and off in the cylinder 123, and the compression force of the return spring is used to realize the axial sliding of the sliding sleeve 21. The connection and disconnection of the reducer transmission chain are realized by the meshing and disconnection of the sliding sleeve 21 with the spline of the first-stage driven gear 5.

[0079] The disconnectable electric drive reducer assembly in this application integrates all transmission systems 30 and disconnection actuators 40 within the housing body 1. The motor mounting flange is integrated with the reducer cover, resulting in a compact structure and high flexibility in motor adaptation. For motors with different interfaces, only different reducer covers 2 need to be matched. The mounting holes of the shift fork shaft 23 are integrated within the housing body 1, resulting in higher precision.

[0080] The reducer assembly of this embodiment will be further described below with reference to the accompanying drawings:

[0081] Figure 1 This is an exploded view of the reducer assembly, which mainly includes the housing body 1, the differential assembly 20, the transmission system 30, the disconnection actuator 40, and the reducer cover 2. The transmission components in the transmission system 30 are disconnected by the disconnection actuator 40, thus breaking the transmission chain of the reducer assembly.

[0082] Figure 2 This is a schematic diagram of the reducer assembly. In this embodiment, the reducer assembly is a parallel shaft reducer assembly, which adopts a one- or two-stage reduction method.

[0083] Figure 3 The diagram shows the torque transmission route of the transmission chain in the reducer assembly and the installation positions of the transmission components. The input gear shaft 3 and the intermediate gear shaft 4 are both mounted in the housing body 1 through two bearings. The first-stage driven gear 5 meshes with the pinion on the input gear shaft 3 to form the first-stage reduction. The second-stage driven gear meshes with the pinion on the intermediate gear shaft 4 to form the second-stage reduction. Finally, the torque is transmitted to the tires through the differential assembly 20.

[0084] Figure 4 This is a cross-sectional view of the reducer assembly in the disconnected state of the transmission system. At this time, the power system is disconnected, and no high-pressure gas is introduced into the cylinder 123. The shift fork shaft 23 slides to the right as shown in the figure under the action of the return spring. The shift fork 25 drives the sliding sleeve 21 to slide to the right. The internal spline of the sliding sleeve 21 disengages from the first-stage driven gear spline 501 of the first-stage driven gear 5. At this time, the power transmission chain is disconnected. At this time, the drive axle only bears the load and the tire speed will not be transmitted to the motor to avoid damage to the motor due to reverse drag.

[0085] Figure 5 This is a cross-sectional view of the transmission system connection state of the reducer assembly. At this time, the power system is in the connected state, and high-pressure gas has been introduced into cylinder 123. The high-pressure gas pushes the shift fork shaft 23 to... Figure 5 As shown, when sliding to the left, the shift fork 25 drives the sliding sleeve 21 to slide to the left. The internal spline of the sliding sleeve 21 meshes with the first-stage driven gear spline 501 of the first-stage driven gear 5. At this time, the power transmission link is connected, and the reducer can transmit torque to provide power to the drive axle.

[0086] Figure 6 This is a cross-sectional view of the gearbox assembly disconnection mechanism. The return spring, shift fork 25, shift fork shaft 23, O-ring 29, position detection sensor 26, and air pipe connector are all installed based on this structure, enclosing the actuator inside the gearbox assembly.

[0087] The reducer assembly of this application embodiment has the following advantages:

[0088] The electric drive reducer in this embodiment can interrupt the power system. When the reducer is installed on the drive axle, the transmission chain is connected, and it can act as the drive axle. When the transmission chain is disconnected, it can act as a load-bearing shaft, reducing power consumption during high-speed operation. The parts in the power interruption execution structure are enclosed inside the reducer. The two guide holes of the shift fork shaft 23 are integrated into the reducer housing, resulting in high machining accuracy and higher overall reliability. The motor connection flange is integrated with the reducer cover 2. When replacing motors with different interfaces, only the reducer cover needs to be replaced, resulting in high matching flexibility and low cost.

[0089] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0090] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this invention.

[0091] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0092] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A reducer assembly, characterized by, The application relates to a differential assembly and a disconnecting actuator. The differential assembly (20) is connected with the housing assembly (10). The disconnecting actuator (40) is arranged in the accommodating cavity (110) and connected with the transmission chain (310). The disconnecting actuator (40) has a first working state of connecting the transmission chain (310) and a second working state of disconnecting the transmission chain (310). The accommodating cavity (110) comprises a main cavity (111) and a working cavity (112), the main cavity (111) and the working cavity (112) are communicated through a communication channel (113), the transmission system (30) is arranged in the main cavity (111), and the disconnecting actuator (40) comprises:

2. The reducer assembly of claim 1, wherein, a driving assembly (410) arranged in the working cavity (112); an execution assembly (420) connected with the driving assembly (410) at one end and extending along the communication channel (113) so that the other end of the execution assembly (420) is connected with the transmission chain (310); The driving assembly (410) is movably arranged in the working cavity (112) along a preset direction to drive the execution assembly (420) to move synchronously, thereby realizing the switching of the disconnecting actuator (40) between the first working state and the second working state. The transmission chain (310) comprises a first transmission element (311) and a second transmission element (312) arranged adjacent to each other along the force transmission direction of the transmission chain (310).

3. The reducer assembly of claim 2, wherein, The execution assembly (420) comprises: a shift fork (25) connected with the driving assembly (410) at one end, the driving assembly (410) being used for driving the shift fork (25) to move along the preset direction; a fixed gear sleeve (22) fixedly connected with the first transmission element (311); a sliding gear sleeve (21) connected with the shift fork (25), the sliding gear sleeve (21) being slidably connected with the fixed gear sleeve (22) so that the sliding gear sleeve (21) has a combined position connected with the second transmission element (312) and a separated position separated from the second transmission element (312); and a driving assembly (410) arranged in the working cavity (112). The disconnecting actuating mechanism (40) is in the first working state when the sliding gear sleeve (21) is in the combined position, and the disconnecting actuating mechanism (40) is in the second working state when the sliding gear sleeve (21) is in the separated position.

4. The reducer assembly of claim 3, wherein, The first transmission element (311) comprises an intermediate gear shaft (4), and the second transmission element (312) comprises a primary driven gear (5). The second transmission element (312) is sleeved on the first transmission element (311). The sliding gear sleeve (21) is in spline connection with the fixed gear sleeve (22), and the sliding gear sleeve (21) is in spline connection with the second transmission element (312).

5. The reducer assembly of claim 3, wherein, The side wall of the working cavity (112) is further provided with an air inlet channel (102). The driving assembly (410) comprises: A shift shaft (23) is movably arranged in the working cavity (112) along the preset direction. The shift fork (25) is connected with the shift shaft (23). The axial direction of the shift shaft (23) is arranged in the same direction as the preset direction. A cylinder assembly is arranged in the working cavity (112) and is close to the first end of the working cavity (112) in the preset direction. One end of the shift shaft (23) extends into the cylinder assembly. An air inlet assembly (28) is arranged in the air inlet channel (102) and is in communication with the air port of the cylinder assembly. The air inlet assembly (28) fills gas into the cylinder assembly, which can push the shift shaft (23) to move away from the cylinder assembly, so as to switch the disconnecting actuating mechanism (40) from the second working state to the first working state.

6. The reducer assembly of claim 5, wherein, The working cavity (112) comprises a driving cavity (101), a first movable cavity (104) and a second movable cavity (107) arranged in sequence along the preset direction. The side wall of the driving cavity (101) is provided with the air inlet channel (102). The cylinder assembly is located in the driving cavity (101). The first movable cavity (104) is in communication with the main body cavity (111) through the communication channel (113). The aperture of the first movable cavity (104) is larger than the aperture of the second movable cavity (107). A stop step (106) is formed between the first movable cavity (104) and the second movable cavity (107). The driving assembly (410) further comprises: A return elastic member (24) is sleeved on the shift shaft (23). The first end of the return elastic member (24) is connected with any one of the shift fork (25) and the shift shaft (23). The second end of the return elastic member (24) is connected with the stop step (106). The return elastic member (24) is in a natural state when the disconnecting actuating mechanism (40) is in the second working state, and the return elastic member (24) is in a compressed state when the disconnecting actuating mechanism (40) is in the first working state.

7. The reducer assembly of claim 6, wherein, The side wall of the first movable cavity (104) is further provided with a detection channel (105), and the driving assembly (410) further comprises: A position detection sensor (26) is arranged in the detection channel (105), and the position detection sensor (26) is used for detecting the current position of the shift fork shaft (23).

8. The reducer assembly of claim 1, wherein, The shell assembly (10) comprises: A shell body (1); A reducer cover (2) is detachably connected with the shell body (1), and when the reducer cover (2) is connected with the shell body (1), the reducer cover (2) and the shell body (1) surround the accommodation cavity (110).

9. The reducer assembly of claim 8, wherein, The reducer cover (2) is provided with a motor connecting structure (210), and the reducer cover (2) is connected with an external motor through the motor connecting structure (210).

10. A vehicle characterized by comprising: The vehicle has a reducer assembly, and the reducer assembly is the reducer assembly according to any one of claims 1-9.

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