Speed reducer, power assembly and vehicle

Abstract

The speed reducer comprises a box body, a first partition plate and a second partition plate are arranged in the box body, a lubricating cavity is formed in the box body, and the lubricating cavity is used for installation of a transmission mechanism; the oil collecting cavity is used for collecting lubricating oil; the oil-gas separation cavity is used for separating high-temperature oil gas in the lubricating cavity; and a cushion chamber; the buffering cavity and the oil collecting cavity are separated through a first partition plate, and the buffering cavity and the oil-gas separating cavity are separated through a second partition plate. The box body is formed by splicing a first box body and a second box body, the first partition plate comprises a first sub-plate arranged on the first box body and a second sub-plate arranged on the second box body, and the second partition plate comprises a third sub-plate arranged on the first box body and a fourth sub-plate arranged on the second box body. The buffer cavity is formed between the oil collecting cavity and the oil-gas separation cavity, the buffer cavity can play a role in buffering, oil in the oil collecting cavity is prevented from entering the oil-gas separation cavity through a gap formed by splicing the first partition plates, and the oil-gas separation effect of the speed reducer is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a speed reducer, a powertrain and a vehicle. Background Art

[0002] In order to discharge the high-temperature oil and gas inside the speed reducer, a plurality of oil-gas separation chambers are arranged inside the speed reducer, and the high-temperature oil and gas are discharged after passing through the plurality of oil-gas separation chambers in sequence.

[0003] In the related art, an oil sump is arranged inside the speed reducer to improve the lubrication effect on each component inside the box body. The speed reducer is usually formed by splicing a front box body and a rear box body. Therefore, the oil sump has a front partition and a rear partition. The front partition and the rear partition are spliced to form an oil sump after the front and rear box bodies of the speed reducer are assembled. In order to save the layout space inside the speed reducer, usually the oil sump and the oil-gas separation chamber share a partition. However, there are gaps in the oil sump formed by splicing, and the oil is likely to enter the adjacent oil-gas separation chamber through the gaps formed after the splicing of the shared partition, thereby affecting the oil-gas separation effect. Summary of the Utility Model

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. For this purpose, the utility model provides a speed reducer which can prevent oil from entering the oil-gas separation chamber through the gap of the oil sump, thereby improving the oil-gas separation effect of the speed reducer.

[0005] The utility model further provides a powertrain.

[0006] The utility model further provides a vehicle.

[0007] The speed reducer according to the utility model comprises: a box body, wherein a first partition and a second partition are arranged inside the box body, and the following cavities are formed inside the box body: a lubrication cavity for installing a transmission mechanism; an oil sump for collecting lubricating oil; an oil-gas separation cavity for separating high-temperature oil and gas in the lubrication cavity; and a buffer cavity; the buffer cavity and the oil sump are separated by the first partition, and the buffer cavity and the oil-gas separation cavity are separated by the second partition; the box body is formed by splicing a first box body and a second box body, the first partition comprises a first sub-board arranged on the first box body and a second sub-board arranged on the second box body, and the second partition comprises a third sub-board arranged on the first box body and a fourth sub-board arranged on the second box body.

[0008] According to the speed reducer of the present utility model, by forming a buffer chamber between the oil collecting chamber and the oil-gas separation chamber, the buffer chamber and the oil collecting chamber are separated by a first partition, and the buffer chamber and the oil-gas separation chamber are separated by a second partition. The buffer chamber can play a buffering role, so as to avoid the oil in the oil collecting chamber directly entering the oil-gas separation chamber through the gap formed by the splicing of the first partition, but entering the buffer chamber for buffering, thereby improving the oil-gas separation effect of the speed reducer.

[0009] In some examples of the present utility model, the buffer chamber is communicated with the lubrication chamber.

[0010] In some examples of the present utility model, the oil-gas separation chamber includes: a first isolation chamber and a second isolation chamber that are communicated with each other. The second isolation chamber is communicated with the lubrication chamber. The buffer chamber and the first isolation chamber are separated by the second partition, and a through hole is provided on the second partition. The buffer chamber and the first isolation chamber are communicated through the through hole.

[0011] In some examples of the present utility model, the vent hole is provided on the box body. The oil-gas separation chamber further includes: a third isolation chamber formed inside the box body. The third isolation chamber is communicated with the lubrication chamber through at least one of the buffer chamber, the first isolation chamber and the second isolation chamber, and the third isolation chamber is communicated with the vent hole.

[0012] In some examples of the present utility model, the lubrication chamber, the second isolation chamber, the first isolation chamber, the third isolation chamber and the vent hole are communicated in sequence.

[0013] In some examples of the present utility model, the buffer chamber, the first isolation chamber, the third isolation chamber and the vent hole are communicated in sequence.

[0014] In some examples of the present utility model, an input shaft bearing chamber and an intermediate shaft bearing chamber are defined inside the box body. Both the input shaft bearing chamber and the intermediate shaft bearing chamber are located in the lubrication chamber. A third partition is provided between the oil collecting chamber and the lubrication chamber. The third partition is provided with a first oil hole, and the first oil hole is communicated with the input shaft bearing chamber and / or the intermediate shaft bearing chamber.

[0015] In some examples of the present utility model, a fourth partition is provided between the oil collecting chamber and the lubrication chamber. The fourth partition is provided with an overflow port, and the overflow port is located above the input shaft bearing chamber and / or the intermediate shaft bearing chamber.

[0016] In some examples of the present utility model, the speed reducer further includes: an output shaft and a first oil guiding member. The output shaft is disposed in the lubricating cavity, and the first oil guiding member is disposed between the output shaft and the oil collecting cavity, so that when the output shaft rotates, the oil in the lubricating cavity is introduced into the oil collecting cavity through the first oil guiding member.

[0017] In some examples of the present utility model, the speed reducer further includes: a motor oil passage, and the motor oil passage is disposed in the buffer cavity.

[0018] The powertrain according to the present utility model includes: the speed reducer described above.

[0019] The vehicle according to the present utility model includes: the powertrain described above.

[0020] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. Description of the Drawings

[0021] The above and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

[0022] Figure 1 is the first partial structural schematic diagram of the speed reducer according to the embodiment of the present utility model;

[0023] Figure 2 is the second partial structural schematic diagram of the speed reducer according to the embodiment of the present utility model;

[0024] Figure 3 is the third partial structural schematic diagram of the speed reducer according to the embodiment of the present utility model;

[0025] Figure 4 is the fourth partial structural schematic diagram of the speed reducer according to the embodiment of the present utility model.

[0026] Reference Signs:

[0027] 1, speed reducer;

[0028] 10. Housing; 11. Lubrication chamber; 12. Oil collecting chamber; 121. First oil hole; 122. Overflow port; 13. Oil-gas separation chamber; 131. Third isolation chamber; 132. First isolation chamber; 133. Second isolation chamber; 14. First partition; 140. Second partition; 141. Third partition; 142. Fourth partition; 15. Vent hole; 16. Buffer chamber; 160. Motor oil passage; 17. Input shaft bearing chamber; 18. Intermediate shaft bearing chamber; 19. Output shaft bearing chamber; 20. Input shaft; 30. Intermediate shaft; 40. Output shaft; 43. First gear; 44. Second gear; 45. Third gear; 46. Fourth gear; 50. First oil guiding member; 101. First housing; 102. Second housing. Detailed implementation manners

[0029] The embodiments of the present utility model will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present utility model will be described in detail below.

[0030] Reference will be made below to Figures 1 - 4 describe the speed reducer 1 according to an embodiment of the present utility model. The main function of the speed reducer 1 is to match the rotational speed and transmit the torque between the motor and the wheels of the vehicle.

[0031] As Figure 1 and Figure 3 shown, the speed reducer 1 according to an embodiment of the present utility model includes a housing 10. A lubrication chamber 11, an oil collecting chamber 12, a buffer chamber 16 and an oil-gas separation chamber are formed in the housing 10. Among them, the lubrication chamber 11 is used for the installation of the transmission mechanism, the oil collecting chamber 12 is used for collecting lubricating oil, and the oil-gas separation chamber is used for separating the high-temperature oil and gas in the lubrication chamber 11.

[0032] The housing 10 mainly serves as an installation function, can provide an installation position for the corresponding components, and the housing 10 can form the external structure of the speed reducer 1 to protect the corresponding components inside the speed reducer 1. A first partition 14 and a second partition 140 are provided in the housing 10. The buffer chamber 16 and the oil collecting chamber 12 are separated by the first partition 14, and the buffer chamber 16 and the oil-gas separation chamber 13 are separated by the second partition 140. The housing 10 is formed by splicing a first housing 101 and a second housing 102. The first partition 14 includes a first sub-board provided on the first housing 101 and a second sub-board provided on the second housing 102. The second partition 140 includes a third sub-board provided on the first housing 101 and a fourth sub-board provided on the second housing 102.

[0033] The oil-gas separation chamber can be a multi-stage separation structure. The buffer chamber 16 and the oil collection chamber 12 are separated by the first partition plate 14, and the buffer chamber 16 and the oil-gas separation chamber 13 are separated by the second partition plate 140. In this way, a single first partition plate 14 can be shared between the buffer chamber 16 and the oil collection chamber 12, and a single second partition plate 140 can be shared between the buffer chamber 16 and the oil-gas separation chamber, thus saving installation space.

[0034] In addition, by providing the first box body 101 and the second box body 102, the first partition plate 14 is formed by the first sub-plate on the first box body 101 and the second sub-plate provided on the second box body 102, and the second partition plate 140 is formed by the third sub-plate on the first box body 101 and the fourth sub-plate provided on the second box body 102. In this way, the first partition plate 14 and the second partition plate 140 can form the buffer chamber 16 between the oil collection chamber 12 and the oil-gas separation chamber 13. The buffer chamber 16 can be a closed cavity that accommodates the oil leaked from the oil collection chamber 12 or is directly connected to the lubrication chamber 11, so as to discharge the oil into the lubrication chamber 11 and realize the recycling of the oil.

[0035] Thus, by forming the buffer chamber 16 between the oil collection chamber 12 and the oil-gas separation chamber 13, with the buffer chamber 16 and the oil collection chamber 12 separated by the first partition plate 14 and the buffer chamber 16 and the oil-gas separation chamber 13 separated by the second partition plate 140, the buffer chamber 16 can play a buffering role, thereby preventing the oil in the oil collection chamber 12 from directly entering the oil-gas separation chamber 13 through the gap formed by the splicing of the first partition plate 14, but entering the buffer chamber 16 for buffering, thus improving the oil-gas separation effect of the reducer 1.

[0036] In addition, as Figure 3 shown, the oil-gas separation chamber 13 includes: an isolation chamber one 132 and an isolation chamber two 133 that are interconnected. The isolation chamber two 133 is connected to the lubrication chamber 11. The buffer chamber 16 and the isolation chamber one 132 are separated by the second partition plate 140, and the second partition plate 140 is provided with through holes. The buffer chamber 16 and the isolation chamber one 132 are connected through the through holes. That is to say, the oil-gas separation chamber 13 includes two parts, namely the isolation chamber one 132 and the isolation chamber two 133. Among them, the buffer chamber 16 is separated from the oil collection chamber 12 by the first partition plate 14. Specifically, part of the oil in the oil collection chamber 12 will enter the interior of the buffer chamber 16 under violent vibration, and then the infiltrated oil will be buffered inside the buffer chamber 16, enter the isolation chamber one 132 through the through holes, and finally flow into the lubrication chamber 11 through the isolation chamber one 132 and the isolation chamber two 133 for circulation. In this way, the oil entering the buffer chamber 16 can flow along the set route, avoiding oil outflow.

[0037] In addition, the isolation second chamber 133 is communicated with the lubrication chamber 11. In this way, the oil mist generated by the high-speed operation of the speed reducer 1 will enter the interior of the isolation second chamber 133 from the lubrication chamber 11. The oil mist is separated in large quantities under the action of factors far from splashing and gravity. The oil liquid is deposited in the isolation second chamber 133 and flows back into the interior of the lubrication chamber 11 through corresponding channels. The separated positive-pressure air and the residual part of the oil mist will enter the interior of the isolation first chamber 132. The oil mist will be separated for the second time in the isolation first chamber 132. The oil liquid will flow back into the interior of the lubrication chamber 11 from corresponding channels under the action of gravity. The positive-pressure air after the second separation can flow through corresponding channels.

[0038] In addition, as Figure 3 shown, a vent hole 15 is provided on the housing 10. The oil-gas separation chamber further includes: an isolation third chamber 131 formed inside the housing 10. The isolation third chamber 131 is communicated with the lubrication chamber 11 at least through one of a buffer chamber 16, an isolation first chamber 132, and an isolation second chamber 133, and the isolation third chamber 131 is communicated with the vent hole 15. Among them, the vent hole 15 mainly functions to ventilate, and the isolation third chamber 131 mainly functions to isolate. The isolation third chamber 131 is communicated with at least one of the buffer chamber 16, the isolation first chamber 132, and the isolation second chamber 133. In this way, the positive-pressure air after the second separation in the buffer chamber 16, the isolation first chamber 132, and the isolation second chamber 133 will enter the interior of the isolation third chamber 131 for buffering and drying to achieve complete separation of oil and gas. Also, because the isolation third chamber 131 is communicated with the vent hole 15, the gas after complete separation will be discharged to the outside of the speed reducer 1 through the vent hole 15 to ensure the ventilation function of the speed reducer 1, thereby achieving pressure balance in the lubrication chamber 11 inside the speed reducer 1. It should be noted that the oil liquid infiltrated into the isolation second chamber 133 from the liquid storage chamber will flow back into the interior of the lubrication chamber 11 through the isolation first chamber 132 and the buffer chamber 16, so as to avoid the infiltrated oil liquid entering the interior of the isolation third chamber 131 and affecting the oil-gas separation effect.

[0039] Among them, the lubrication chamber 11, the isolation second chamber 133, the isolation first chamber 132, the isolation third chamber 131, and the vent hole 15 are communicated in sequence, or alternatively, the buffer chamber 16, the isolation first chamber 132, the isolation third chamber 131, and the vent hole 15 are communicated in sequence. In this way, both can achieve buffering and drying of oil and gas, and can achieve complete separation of oil and gas.

[0040] Specifically, as Figure 3As shown, the isolated triple chamber 131 communicates with the isolated single chamber 132. Since the isolated single chamber 132 is connected between the buffer chamber 16 and the isolated double chamber 133, and the isolated triple chamber 131 communicates with the isolated single chamber 132, this facilitates the arrangement of the isolated triple chamber 131 and does not directly communicate with the buffer chamber 16, preventing oil and gas from directly entering the isolated triple chamber 131 from the buffer chamber 16 and being discharged to the outside from the isolated triple chamber 131, resulting in a poor oil and gas separation effect. Nor does it directly communicate with the isolated double chamber 133, preventing oil and gas from entering the lubrication chamber 11 from the isolated double chamber 133.

[0041] Among them, as Figure 3 shown, compared with the isolated single chamber 132, the isolated triple chamber 131 is arranged adjacent to the inner wall of the housing 10. It can be understood that since the isolated triple chamber 131 needs to communicate with the vent hole 15 on the housing 10, the isolated triple chamber 131 needs to be closer to the inner wall of the housing 10. Of course, when the cross-sectional area of the isolated single chamber 132 is larger than that of the isolated triple chamber 131 and the isolated single chamber 132 is structured to wrap the isolated triple chamber 131, the isolated single chamber 132 can also be arranged adjacent to the inner wall of the housing 10.

[0042] In addition, as Figure 3 shown, an input shaft bearing chamber 17 and an intermediate shaft bearing chamber 18 are defined in the housing 10. Both the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18 are located in the lubrication chamber 11. A third partition 141 is provided between the oil collecting chamber 12 and the lubrication chamber 11. The third partition 141 is provided with a first oil hole 121, and the first oil hole 121 communicates with the input shaft bearing chamber 17 and / or the intermediate shaft bearing chamber 18. Among them, both the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18 mainly play a role in installation, providing installation space for the installation of the corresponding bearings. Both the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18 are located inside the lubrication chamber 11, and this setting is more reasonable, facilitating the lubrication of the corresponding bearings located in the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18.

[0043] Specifically, a first oil hole 121 is provided at the bottom of the oil collecting chamber 12. The first oil hole 121 mainly serves to guide the flow of the oil fluid inside the buffer chamber 16. The first oil hole 121 is respectively communicated with the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18. In this way, the oil fluid in the oil collecting chamber 12 can flow into the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18 respectively after passing through the first oil hole 121, so as to lubricate the corresponding bearings in the input shaft bearing chamber 17 and the corresponding bearings in the intermediate shaft bearing chamber 18, enabling the reducer 1 to work better. It should be noted that when designing the first oil hole 121, the active distribution of the oil fluid volume can be achieved by controlling the size and the vertical height difference of the first oil hole 121. In addition, the first oil hole 121 can also be communicated with the output shaft bearing chamber 19 to facilitate the lubrication of the corresponding bearings in the output shaft bearing chamber 19.

[0044] In addition, as Figure 2 shown, a fourth partition plate 142 is provided between the oil collecting chamber 12 and the lubricating chamber 11. The fourth partition plate 142 is provided with an overflow port 122, and the overflow port 122 is located above the input shaft bearing chamber 17 and / or the intermediate shaft bearing chamber 18. Among them, the overflow port 122 mainly serves for overflow. Setting the overflow port 122 above the input shaft bearing chamber 17 and the intermediate shaft bearing chamber 18 is more reasonable. When too much oil fluid is introduced into the oil collecting chamber 12, the surplus oil fluid in the oil collecting chamber 12 will flow back to the lubricating chamber 11 through the overflow port 122, so as to realize the overall circulation function of oil fluid shunting and overflow.

[0045] Of course, as Figure 2 shown, the reducer 1 further includes: a motor oil passage 160, and the motor oil passage 160 is arranged in the buffer chamber 16. The motor oil passage 160 is an oil passage for lubricating the motor. It should be noted that a corresponding oil passage is provided on the front case to be connected with the motor oil passage 160, so as to supply oil to the position of the motor. In addition, the motor oil passage 160 is isolated from the buffer chamber 16. Arranging the motor oil passage 160 in the buffer chamber 16 can save space and is convenient for layout.

[0046] In addition, as Figure 1 shown, the reducer 1 further includes: an input shaft 20, an intermediate shaft 30 and an output shaft 40. The input shaft 20 is in transmission cooperation with the intermediate shaft 30, and the intermediate shaft 30 is in transmission cooperation with the output shaft 40. An output shaft bearing chamber 19 is also defined in the housing 10. The output shaft bearing chamber 19 is located in the lubricating chamber 11. The input shaft 20 is arranged in the input shaft bearing chamber 17, the intermediate shaft 30 is arranged in the intermediate shaft bearing chamber 18, and the output shaft 40 is arranged in the output shaft bearing chamber 19.

[0047] Among them, the input shaft 20, the intermediate shaft 30, and the output shaft 40 mainly play a role in transmission. Specifically, the input shaft 20 is in transmission cooperation with the intermediate shaft 30. That is to say, the rotation of the input shaft 20 can drive the rotation of the intermediate shaft 30. Also, because the intermediate shaft 30 is in transmission cooperation with the output shaft 40, therefore, the rotation of the intermediate shaft 30 will drive the rotation of the output shaft 40. It should be noted that a first gear 43 is fixedly connected to the input shaft 20, a second gear 44 and a third gear 45 are fixedly connected to the intermediate shaft 30, and a fourth gear 46 is fixedly connected to the output shaft 40. The first gear 43 and the second gear 44 mesh with each other to form a first-stage gear set, and the third gear 45 and the fourth gear 46 mesh with each other to form a second gear set. The power source comes from the front end of the reducer 1, and the input shaft 20 is driven to rotate by a motor. Then, through the transmission between the input shaft 20 and the intermediate shaft 30 and between the intermediate shaft 30 and the output shaft 40, the power is output to the wheel end of the vehicle, thereby realizing the driving and running of the vehicle. In addition, the oil overflowing from the overflow port 122 in the oil collecting chamber 12 can achieve the effect of showering and actively lubricating the first gear 43 and the second gear 44 that are meshing at high speed, further improving the gear lubrication effect, increasing the fatigue life, and reducing the risk of tooth surface pitting.

[0048] The output shaft bearing chamber 19 also mainly plays a role in installation, and can provide an installation space for the installation of the corresponding bearing. The output shaft bearing chamber 19 is located inside the lubrication chamber 11, and such a setting is more reasonable and convenient for lubricating the corresponding bearing located in the output shaft bearing chamber 19. The input shaft 20 is arranged in the input shaft bearing chamber 17, so that the input shaft 20 can be installed and limited, and thus the input shaft 20 can work more stably. The intermediate shaft 30 is arranged in the intermediate shaft bearing chamber 18, so that the intermediate shaft 30 can be installed and limited, and thus the intermediate shaft 30 can work more stably. Similarly, the output shaft 40 is arranged in the output shaft bearing chamber 19, so that the output shaft 40 can be installed and limited, and thus the output shaft 40 can work more stably.

[0049] Furthermore, as Figure 1As shown in the figure, the speed reducer 1 further includes a first oil guiding member 50. The first oil guiding member 50 is arranged between the output shaft 40 and the oil collecting cavity 12, so that when the output shaft 40 rotates, the oil in the lubricating cavity 11 is introduced into the oil collecting cavity 12 through the first oil guiding member 50. Among them, the first oil guiding member 50 mainly plays a role in guiding the flow of oil. The first oil guiding member 50 is arranged between the output shaft 40 and the oil collecting cavity 12, so that when the output shaft 40 rotates, the oil in the lubricating cavity 11 can be introduced into the interior of the oil collecting cavity 12 through the first oil guiding member 50. Specifically, driven by the motor, the input shaft 20 rotates counterclockwise at a high speed. The counterclockwise high-speed rotation of the input shaft 20 is transmitted through the intermediate shaft 30 and the transmission between the intermediate shaft 30 and the output shaft 40, and finally drives the output shaft 40 to rotate at a high speed. While the output shaft 40 rotates at a high speed, the fourth gear 46 on the output shaft 40 will stir the oil at a high speed, and under the drainage of the first oil guiding member 50, the oil in the lubricating cavity 11 is introduced into the interior of the oil collecting cavity 12, and then the bearings on the input shaft 20 and the intermediate shaft 30 can be lubricated through the first oil hole 121.

[0050] The powertrain according to the present invention includes: the speed reducer 1 described in the above embodiment.

[0051] The vehicle according to the present invention includes: the powertrain described in the above embodiment.

[0052] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0053] In the description of the present invention, the "first feature" and "second feature" may include one or more of such features. In the description of the present invention, the meaning of "a plurality" is two or more. In the description of the present invention, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through other features therebetween. In the description of the present invention, the first feature being "above", "above" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is at a higher horizontal height than the second feature.

[0054] In the description of this specification, the description referring to terms such as "one embodiment", "some embodiments", "schematic embodiments", "examples", "specific examples", or "some examples", etc. means that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0055] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A speed reducer (1), characterized in that, Comprising: A box body (10), within which a first partition (14) and a second partition (140) are provided, and within the box body (10), there are formed: A lubrication chamber (11) for installing a transmission mechanism; An oil collection chamber (12) for collecting the lubricating oil splashed within the lubrication chamber; An oil-gas separation chamber (13) for separating the high-temperature oil and gas within the lubrication chamber (11); And A buffer chamber (16), the buffer chamber (16) is disposed between the oil collection chamber (12) and the oil-gas separation chamber (13), the buffer chamber (16) and the oil collection chamber (12) are separated by the first partition (14), and the buffer chamber (16) and the oil-gas separation chamber (13) are separated by the second partition (140); the box body (10) is formed by splicing a first box body (101) and a second box body (102), the first partition (14) includes a first sub-board disposed on the first box body (101) and a second sub-board disposed on the second box body (102), and the second partition (140) includes a third sub-board disposed on the first box body (101) and a fourth sub-board disposed on the second box body (102).

2. The speed reducer (1) according to claim 1, characterized in that, The buffer chamber (16) is in communication with the lubrication chamber (11).

3. The speed reducer (1) according to claim 1, characterized in that, The oil-gas separation chamber (13) includes: an isolation chamber one (132) and an isolation chamber two (133) that are in communication with each other, the isolation chamber two (133) is in communication with the lubrication chamber (11), the buffer chamber (16) and the isolation chamber one (132) are separated by the second partition (140), and through holes are formed on the second partition (140), and the buffer chamber (16) and the isolation chamber one (132) are in communication through the through holes.

4. The speed reducer (1) according to claim 3, characterized in that, A ventilation hole (15) is provided on the box body (10), and the oil-gas separation chamber (13) further includes: an isolation chamber three (131), the isolation chamber three (131) is formed within the box body (10), the isolation chamber three (131) is in communication with the lubrication chamber (11) at least through one of the buffer chamber (16), the isolation chamber one (132), and the isolation chamber two (133), and the isolation chamber three (131) is in communication with the ventilation hole (15).

5. The speed reducer (1) according to claim 4, characterized in that, The lubrication chamber (11), the isolation chamber two (133), the isolation chamber one (132), the isolation chamber three (131), and the ventilation hole (15) are in communication in sequence.

6. The speed reducer according to claim 4, wherein The buffer chamber (16), the isolation chamber one (132), the isolation chamber three (131), and the ventilation hole (15) are in communication in sequence.

7. The speed reducer (1) according to claim 1, characterized in that, An input shaft bearing chamber (17) and an intermediate shaft bearing chamber (18) are defined within the box body (10), both the input shaft bearing chamber (17) and the intermediate shaft bearing chamber (18) are located within the lubrication chamber (11), a third partition (141) is provided between the oil collection chamber (12) and the lubrication chamber (11), and the third partition (141) is provided with a first oil hole (121), and the first oil hole (121) is in communication with the input shaft bearing chamber (17) and / or the intermediate shaft bearing chamber (18).

8. The speed reducer (1) according to claim 7, characterized in that, A fourth partition plate (142) is provided between the oil collecting cavity (12) and the lubricating cavity (11), and an overflow port (122) is provided on the fourth partition plate (142). The overflow port (122) is located above the input shaft bearing chamber (17) and / or the intermediate shaft bearing chamber (18).

9. The speed reducer (1) according to claim 8, characterized in that, It further includes: An output shaft (40) and a first oil guiding member (50). The output shaft (40) is arranged in the lubricating cavity (11), and the first oil guiding member (50) is arranged between the output shaft (40) and the oil collecting cavity (12), so that when the output shaft (40) rotates, the oil in the lubricating cavity (11) is introduced into the oil collecting cavity (12) through the first oil guiding member (50).

10. The speed reducer (1) according to claim 1, wherein, It further includes: A motor oil passage (160) arranged in the buffer cavity (16).

11. A powertrain, characterized in that, It includes: The speed reducer (1) according to any one of claims 1-10.

12. A vehicle, characterized in that, It includes: The powertrain according to claim 11.

Images