Vehicle speed reducer

Abstract

The utility model discloses a vehicle speed reducer. The vehicle speed reducer comprises a shell, a spline shaft rotationally installed in the shell, a friction pair arranged on the spline shaft in a sleeving mode and a clamping assembly installed in the shell and arranged on the spline shaft in a sleeving mode, and the friction pair comprises a plurality of first friction plates and second friction plates which are sequentially and alternately arranged; the first friction plate can rotate relative to the second friction plate, and lubricant is filled between the first friction plate and the second friction plate. The damping force generated by friction between the first friction plates and the second friction plates counteracts the transmitted torsional load, and when the torsional load is too large and exceeds the damping force generated by friction, the first friction plates and the second friction plates are filled with lubricants, so that the first friction plates and the second friction plates rotate relatively, and the overload torque can be unloaded; parts of the transmission system are protected and prevented from being damaged.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and in particular relates to a vehicle deceleration device. Background Art

[0002] When a vehicle passes over a bumpy road during high-speed off-road driving, the wheels will be briefly airborne due to their high rotation speed. The friction resistance is very large when the wheels land and touch the ground. At the moment the tires touch the ground, the torque borne by the transmission system is equal to the sum of the output torque of the motor wheel end and the friction resistance of the ground. At this time, the torque borne by the entire vehicle may be greater than the load requirements of the transmission system design, causing serious damage to the gears or splines in the transmission system, and even broken teeth in extreme cases. Utility Model Content

[0003] In view of this, the purpose of the utility model is to provide a vehicle deceleration device, aiming to solve the technical problem that the transmission system parts of existing vehicles are easily damaged during high-speed off-road driving.

[0004] In order to achieve the above-mentioned purpose, the utility model provides the following technical solution: a vehicle deceleration device, comprising:

[0005] The shell is hollow inside;

[0006] A spline shaft is rotatably mounted in the housing and is used for transmission connection with an external motor wheel end;

[0007] A friction pair, sleeved on the spline shaft, for buffering the torsional load transmitted by the motor wheel end;

[0008] A clamping assembly, installed in the housing and sleeved on the spline shaft, for limiting the friction pair from slipping;

[0009] The friction pair includes a plurality of first friction plates and second friction plates which are alternately arranged in sequence. The first friction plates can rotate relative to the second friction plates. Lubricant is filled between the first friction plates and the second friction plates.

[0010] Furthermore, the clamping assembly includes an adjusting member for adjusting the resistance of the friction pair, and the adjusting member is mounted on the spline shaft.

[0011] Furthermore, the adjusting member is an adjusting nut, and the spline shaft is provided with a threaded portion that cooperates with the adjusting nut.

[0012] Furthermore, the clamping assembly also includes a first retaining ring sleeved on the spline shaft and used to abut one side of the friction pair, and a second retaining ring installed on the spline shaft and used to abut the other side of the friction pair, and the second retaining ring abuts against the adjusting member.

[0013] Furthermore, the clamping assembly also includes an elastic member arranged between the second retaining ring and the adjusting member.

[0014] Furthermore, the elastic member is a butterfly spring.

[0015] Furthermore, the spline shaft is provided with an annular stopper for cooperating and abutting with the first stop ring.

[0016] Furthermore, it also includes a bearing, which is sleeved on the spline shaft and located between the first retaining ring and the annular retaining platform, and a spacer ring is also provided between the bearing and the first retaining ring.

[0017] Furthermore, it also includes a spline sleeve arranged in the shell, one end of the spline shaft is inserted into the spline sleeve, and there is an accommodating space between the spline shaft and the spline sleeve for accommodating the friction pair and the clamping assembly.

[0018] The beneficial effect of the utility model is that compared with the prior art, a vehicle deceleration device in the utility model is provided with a friction pair and a clamping assembly, and the clamping assembly can limit the slippage of the friction pair, so that the torsional load transmitted by the motor wheel end can be buffered by the friction pair, that is, the damping force generated by the friction between the multiple first friction plates and the second friction plates offsets the transmitted torsional load; when the torsional load is too large and exceeds the damping force generated by the friction, the first friction plate and the second friction plate are filled with lubricant, so that the two can rotate relative to each other, thereby unloading the overload torque, protecting the parts of the transmission system, and avoiding damage to the parts of the transmission system.

[0019] Other advantages, objectives and features of the utility model will be described in the following description and will be apparent to those skilled in the art to some extent, or those skilled in the art can be taught from the practice of the utility model. The objectives and other advantages of the utility model can be realized and obtained through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to make the purpose, technical solution and beneficial effects of the utility model clearer, the utility model is described with the following drawings:

[0021] Figure 1 A schematic structural diagram of a vehicle deceleration device proposed in one embodiment of the utility model;

[0022] Figure 2 The present invention is proposed in one embodiment Figure 1 Cross-sectional view from medium AA perspective;

[0023] Figure 3 The present invention is proposed in one embodiment Figure 2A is an enlarged view of the middle image.

[0024] Figure Number:

[0025] 1- housing;

[0026] 2-spline shaft; 21-threaded portion; 22-annular stop;

[0027] 3-friction pair; 31-first friction plate; 32-second friction plate;

[0028] 4-clamping assembly; 41-adjusting member; 42-first retaining ring; 43-second retaining ring; 44-elastic member;

[0029] 5-Bearing;

[0030] 6- Spacer ring;

[0031] 7-Spline sleeve. DETAILED DESCRIPTION

[0032] like Figures 1 to 3 As shown, this embodiment proposes a vehicle deceleration device, which includes a housing 1, a spline shaft 2, a friction pair 3, and a clamping assembly 4. The interior of the housing 1 is hollow, the spline shaft 2 is rotatably installed in the housing 1 and is transmission-connected to the external motor wheel end, the friction pair 3 is sleeved on the spline shaft 2, and can be used to buffer the torsional load transmitted by the motor wheel end. In addition, the clamping assembly 4 is installed in the housing 1, and the clamping assembly 4 is sleeved on the spline shaft 2. The clamping assembly 4 can be used to limit the slippage of the friction pair 3. Specifically, the friction pair 3 includes a plurality of first friction plates 31 and second friction plates 32, and each first friction plate 31 and the second friction plate 32 are alternately arranged in sequence, and lubricant is filled between the first friction plate 31 and the second friction plate 32. In this way, by setting the friction pair 3 and the clamping assembly 4, the clamping assembly 4 can limit the slippage of the friction pair 3, so that the torsional load transmitted by the motor wheel end can be buffered by the friction pair 3, that is, the damping force generated by the friction between the multiple first friction plates 31 and the second friction plates 32 offsets the transmitted torsional load. When the torsional load is too large and exceeds the damping force generated by the friction, the first friction plates 31 and the second friction plates 32 are filled with lubricant, so that the two can rotate relative to each other, thereby unloading the overload torque, protecting the parts of the transmission system, and avoiding damage to the parts of the transmission system.

[0033] For further information, see Figure 3 As shown, the clamping assembly 4 includes an adjusting member 41, which is mounted on the spline shaft 2. By setting the adjusting member 41, the torque resistance between the friction pair 3 can be adjusted, that is, the torque value of the friction pair 3 can be adjusted and set according to the actual situation and specific needs, so as to meet the multi-faceted needs of users.

[0034] Preferably, the adjusting member 41 is an adjusting nut, the spline shaft 2 is provided with a threaded portion 21, and the adjusting nut is matched and connected with the threaded portion of the spline shaft 2. In this way, by screwing the adjusting nut, the torque resistance between the friction pair 3 can be adjusted, that is, screwing the adjusting nut toward the friction pair 3 increases the friction resistance between the first friction plate 31 and the second friction plate 32, so that the set torque value is larger; that is, screwing the adjusting nut in a direction away from the friction pair 3 reduces the friction resistance between the first friction plate 31 and the second friction plate 32, so that the set torque value is smaller, which meets the multi-faceted needs of users.

[0035] For further information, see Figure 3 As shown, the clamping assembly 4 further includes a first retaining ring 42 and a second retaining ring 43. The first retaining ring 42 is sleeved on the spline shaft 2 and abuts against one side of the friction pair 3. The second retaining ring 43 is installed on the spline shaft 2 and abuts against the other side of the friction pair 3. The second retaining ring 43 abuts against the adjusting member 41. In this way, the sliding stroke of the friction pair 3 can be limited by the first retaining ring 42 and the second retaining ring 43 to prevent the friction pair 3 from slipping. The adjusting member 41 abuts against the second retaining ring 43, so that the adjusting member 41 can be adjusted to move, and the adjusting member 41 further pushes the second retaining ring 43 to move, and the second retaining ring 43 pushes the first friction plate 31 or the second friction plate 32 to move, thereby realizing the adjustment of the torque value between the first friction plate 31 and the second friction plate 32.

[0036] For further information, see Figure 3 As shown, the clamping assembly 4 further includes an elastic member 44, which is disposed between the second retaining ring 43 and the adjusting member 41. By disposing the elastic member 44, when the adjusting member 41 moves, the elastic member 44 is pushed to move, and the elastic member 44 further elastically pushes the second retaining ring 43 to move, and the elastic contact between the elastic member 44 and the second retaining ring 43 is always maintained, so as to avoid the adjusting member 41 directly contacting the second retaining ring 43 and causing wear, thereby improving the service life of each component.

[0037] Preferably, the elastic member 44 is a butterfly spring. Of course, in this embodiment, the elastic member 44 can also be a spring sheet, a spring needle, etc., which is not limited here.

[0038] For further information, see Figure 3 As shown, the spline shaft 2 is also provided with an annular stop 22, which cooperates with the first stop ring 42. In this way, the first stop ring 43 can be fixed by the annular stop 22, thereby fixing one side of the friction pair 3.

[0039] For further information, see Figure 3As shown, the vehicle deceleration device further includes a bearing 5, which is sleeved on the spline shaft 2, and the bearing 5 is sleeved between the first retaining ring 42 and the annular retaining platform 22. In addition, a spacer ring 6 is provided between the bearing 5 and the first retaining ring 42. By providing the bearing 5, the spline shaft 2 can be rotated relative to the housing 1; by providing the spacer ring 6, the bearing 5 can be prevented from being worn with the first retaining ring 42 during the rotation process, thereby increasing the service life of the first retaining ring 42.

[0040] For further information, see Figure 2 and Figure 3 As shown, the vehicle deceleration device further includes a spline sleeve 7, which is arranged in the housing 1, and one end of the spline shaft 2 is inserted into the spline sleeve 7. There is an accommodation space between the spline shaft 2 and the spline sleeve 7, and the friction pair 3 and the clamping assembly 4 are placed in the accommodation space. By providing the spline sleeve 7, the friction pair 3 and the clamping assembly 4 can be guided and positioned, which is conducive to directional adjustment of the friction pair 3 and improves the adjustment efficiency.

[0041] Finally, it should be noted that the above preferred embodiments are only used to illustrate the technical solution of the utility model rather than to limit it. Although the utility model has been described in detail through the above preferred embodiments, those skilled in the art should understand that various changes can be made in form and details without departing from the scope defined by the claims of the utility model.

Claims

1. A vehicle deceleration device, characterized in that: include: The shell is hollow inside; A spline shaft is rotatably mounted in the housing and is used for transmission connection with an external motor wheel end; A friction pair, sleeved on the spline shaft, for buffering the torsional load transmitted by the motor wheel end; A clamping assembly, installed in the housing and sleeved on the spline shaft, for limiting the friction pair from slipping; The friction pair includes a plurality of first friction plates and second friction plates which are alternately arranged in sequence. The first friction plates can rotate relative to the second friction plates. Lubricant is filled between the first friction plates and the second friction plates.

2. A vehicle deceleration device according to claim 1, characterized in that: The clamping assembly comprises an adjusting member for adjusting the resistance of the friction pair, and the adjusting member is mounted on the spline shaft.

3. A vehicle deceleration device according to claim 2, characterized in that: The adjusting member is an adjusting nut, and the spline shaft is provided with a threaded portion that is matched and connected with the adjusting nut.

4. A vehicle deceleration device according to claim 2, characterized in that: The clamping assembly also includes a first retaining ring sleeved on the spline shaft and used to abut one side of the friction pair, and a second retaining ring installed on the spline shaft and used to abut the other side of the friction pair, and the second retaining ring abuts against the adjusting member.

5. A vehicle deceleration device according to claim 4, characterized in that: The clamping assembly also includes an elastic member arranged between the second retaining ring and the adjusting member.

6. A vehicle deceleration device according to claim 5, characterized in that: The elastic member is a butterfly spring.

7. A vehicle deceleration device according to claim 4, characterized in that: The spline shaft is provided with an annular stop platform for cooperating and abutting with the first stop ring.

8. A vehicle deceleration device according to claim 7, characterized in that: It also includes a bearing, which is sleeved on the spline shaft and located between the first retaining ring and the annular retaining platform, and a spacer ring is also provided between the bearing and the first retaining ring.

9. A vehicle deceleration device according to any one of claims 1 to 8, characterized in that: It also includes a spline sleeve arranged in the shell, one end of the spline shaft is inserted into the spline sleeve, and an accommodating space for accommodating the friction pair and the clamping assembly is provided between the spline shaft and the spline sleeve.

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