Rear main speed reducer assembly and vehicle

Abstract

The utility model provides a rear main speed reducer assembly which comprises a rear main speed reducer, and the rear main speed reducer comprises a main speed reducer shell, a driving bevel gear and a driven bevel gear, the driving bevel gear and the driven bevel gear are both rotationally installed in the main speed reducer shell. A first output shaft is coaxially fixed on the driven bevel gear; torque managers are installed at the two ends of the first output shaft, and the two torque managers are connected with the two rear wheel assemblies correspondingly. Independent control over the torque of the two rear wheels is achieved through the two torque managers, a differential mechanism can be replaced to meet the steering requirement of the vehicle, and meanwhile the traction performance and the escape performance of the vehicle under the complex road condition can be improved.

Description

Technical Field

[0001] The utility model belongs to the field of automobile transmission, and in particular relates to a rear main reducer assembly and a vehicle. Background Art

[0002] Four-wheel drive vehicles can be divided into part-time and full-time. Part-time four-wheel drive can switch between two-wheel drive and four-wheel drive modes based on the driver's intention, road conditions, and vehicle conditions, improving the vehicle's handling and stability. Compared to full-time four-wheel drive, part-time four-wheel drive has a relatively simple structure and higher fuel economy, making it widely used.

[0003] The existing rear final reducer assembly of the timely four-wheel drive adds a torque manager at the input end of the rear final reducer to use the torque manager to control the torque transmitted from the front axle to the rear axle, thereby realizing the switching between the two-wheel drive mode and the four-wheel drive mode. However, it cannot actively distribute the torque to the left and right rear wheels, which is not conducive to improving the escape performance in adverse road conditions such as mud and snow. Utility Model Content

[0004] In view of the above shortcomings of the prior art, the purpose of the present invention is to provide a rear final reducer assembly and a vehicle, which eliminates the torque manager at the input end of the rear final reducer and adds a torque manager at the wheel end to replace the differential, thereby utilizing the torque managers at both ends to achieve independent control of the torque of the two rear wheels, thereby improving the vehicle's traction performance and escape performance under complex road conditions.

[0005] To achieve the above-mentioned and other related purposes, the present invention provides a rear main reducer assembly, including a rear main reducer, wherein the rear main reducer includes a main reducer housing and a driving bevel gear and a driven bevel gear that are meshed with each other; the driving bevel gear and the driven bevel gear are both rotatably mounted in the main reducer housing; a first output shaft is coaxially fixed on the driven bevel gear; torque managers are installed at both ends of the first output shaft, and the two torque managers are respectively connected to the two rear wheels; the present application realizes independent control of the torque of the two rear wheels through two torque managers, which can not only replace the differential to meet the steering requirements of the vehicle, but also improve the traction performance and escape performance of the vehicle under complex road conditions.

[0006] Preferably, the torque manager includes a manager housing, a coaxially arranged inner hub and outer hub, and a torque adjustment device; the outer hub is rotatably installed in the manager housing, and the inner hub is inserted into the manager housing; one end of the inner hub is coaxially connected to the first output shaft, and the other end of the inner hub extends into the outer hub; the torque adjustment device is used to transmit the torque of the inner hub to the outer hub and control the magnitude of the transmitted torque.

[0007] Preferably, the torque adjustment device includes a friction plate group located between the outer rotating hub and the inner rotating hub and an adjustment mechanism for controlling the engagement pressure of the friction plate group; the present application controls the engagement pressure of the friction plate group through the adjustment mechanism to achieve the purpose of controlling the torque of the outer rotating hub.

[0008] Preferably, the adjustment mechanism includes a cam assembly and a motor assembly; the motor assembly controls the engagement pressure of the friction plate group through the cam assembly, thereby achieving the purpose of controlling the torque of the outer hub.

[0009] Preferably, the cam assembly includes a first cam plate movably mounted in the manager housing and a second cam plate fixedly mounted in the manager housing; the first cam plate is located between the second cam plate and the friction plate group; a plurality of first grooves are provided on the end surface of the first cam plate facing the second cam plate, and each first groove is arranged around the rotation center of the first cam plate; a second groove corresponding to the first groove is provided on the end surface of the second cam plate facing the first cam plate; the first groove and the second groove are ramp grooves, and a rolling body is limitedly fitted between the first groove and the corresponding second groove; when the first cam plate rotates relative to the second cam plate, the rolling body moves between the deeper position and the shallower position of the ramp groove to adjust the axial spacing between the first cam plate and the second cam plate; since the second cam plate is fixedly arranged, the first cam plate will approach or move away from the friction plate group, thereby controlling the degree of engagement of the friction plate group.

[0010] Preferably, a retaining frame is provided between the first cam plate and the second cam plate, and the retaining frame is provided with through holes for accommodating each rolling body; the present application utilizes the retaining frame to constrain the position of each rolling body to ensure the consistency of the movement of each rolling body, thereby ensuring the uniformity of the pressure on the friction plate group.

[0011] Preferably, the sloped groove is a groove with a gradually changing depth.

[0012] Preferably, a return spring is provided between the outer hub and the first cam disc to ensure the stability of the position of the first cam disc.

[0013] Preferably, the adjustment mechanism includes a piston for pressing the friction plate group and a linear drive member for driving the piston to slide.

[0014] The utility model also provides a vehicle comprising the above-mentioned rear main reducer assembly.

[0015] As described above, the rear main reducer assembly and vehicle of the present invention have the following beneficial effects:

[0016] The rear main reducer assembly provided by the present invention eliminates the torque manager at the input end of the rear main reducer, and replaces the differential on the driven bevel gear in the rear main reducer with two coaxially arranged torque managers, so that the two torque managers are respectively connected to the two rear wheels in the rear wheel assembly; because the torque manager can transmit the torque of the driven bevel gear to the corresponding rear wheel and control the size of the transmitted torque, it is convenient for the user to distribute the torque to the two rear wheels separately according to needs; such an arrangement not only facilitates the switching of the vehicle between two-wheel drive mode and four-wheel drive mode, but also facilitates the adjustment of the torque deviation between the two rear wheels to improve the posture of the vehicle during steering and ensure the stability of the vehicle; in addition, when the vehicle is traveling on poor roads such as mud and snow, the two torque managers can be used to achieve synchronous rotation of the two rear wheels to solve the problem of wheel slippage and improve the vehicle's ability to escape from difficulties. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 It is a schematic diagram of the internal structure of the rear main reducer assembly of the utility model.

[0018] Figure 2 This is a schematic diagram of the internal structure of the torque manager in the present invention.

[0019] Figure 3 FIG. 1 is an exploded view of a torque manager according to an embodiment.

[0020] Figure 4 It is a schematic diagram of the cooperation between the motor assembly and the first cam plate.

[0021] Figure 5 Exploded view of the cam assembly.

[0022] Figure 6 A schematic diagram of the structure of the second cam disc in one embodiment

[0023] Figure 7 A diagram illustrating the process of a cam assembly transmitting torque in one embodiment.

[0024] Figure 8 This is a diagram showing the process of a cam assembly transmitting torque in another embodiment.

[0025] Description of Reference Numerals

[0026] Rear final reducer 100, final reducer housing 110, driving bevel gear 120, first input shaft 121, input flange 122, locking nut 123, driven bevel gear 130, first output shaft 140, torque manager 200, manager housing 210, inner hub 220, outer hub 230, friction plate pack 240, first friction plate 241, second friction plate 242, cam assembly 250, first cam disc 251, first groove 251a, second cam disc 252, second groove 252a, rolling element 253, retaining frame 254, motor 261, first gear 262, second gear 263, return spring 270, cover plate 280. DETAILED DESCRIPTION

[0027] The following describes the implementation of the present invention through specific embodiments. People familiar with this technology can easily understand other advantages and effects of the present invention from the contents disclosed in this specification.

[0028] See also Figures 1 to 8 . It should be noted that the structures, proportions, sizes, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of this utility model. Therefore, they have no substantive technical significance. Any modification of the structure, change in the proportional relationship or adjustment of the size should still fall within the scope of the technical content disclosed by this utility model without affecting the efficacy and purpose that can be achieved by this utility model. At the same time, the terms such as "upper", "lower", "left", "right", "middle" and "one" quoted in this specification are only for the convenience of description, and are not used to limit the scope of the implementation of this utility model. Changes or adjustments in their relative relationships should also be regarded as the scope of the implementation of this utility model without substantially changing the technical content.

[0029] like Figure 1 As shown, the utility model relates to a rear final reducer assembly, comprising a rear final reducer 100 and two torque managers 200; wherein, the rear final reducer 100 has an input end and two symmetrically arranged output ends; the input end of the rear final reducer 100 is connected to the front axle assembly via an intermediate transmission shaft (not shown in the figure) to transmit the power of the front axle assembly to the rear final reducer 100; the two torque managers 200 are respectively arranged at the two output ends of the rear final reducer 100, and are connected to the two rear wheels of the rear axle assembly to independently transmit the torque received by the rear final reducer 100 to the two rear wheels, and the torque transmitted to the rear wheels is adjustable, so that the user can perform separate torque distribution to the two rear wheels according to needs.

[0030] Since the rear main reducer assembly involved in the present invention can independently transmit the torque of the front axle to the two rear wheels and control the torque transmitted to the rear wheels, it can not only improve the traction performance of the vehicle in four-wheel drive mode (i.e., torque is transmitted to the two rear wheels) and two-wheel drive mode (i.e., torque is not transmitted to the two rear wheels); at the same time, it can also improve the vehicle's steering posture by adjusting the torque deviation between the two rear wheels to ensure vehicle stability; in addition, when the vehicle slips on snowy or muddy roads, the synchronous rotation of the two rear wheels can be achieved by controlling the size of the transmitted torque to solve the problem of wheel slippage and improve the vehicle's ability to escape from difficulties.

[0031] Specifically, if Figure 1 As shown, the rear final reducer 100 includes a final reducer housing 110, a first input shaft 121, a driving bevel gear 120, a driven bevel gear 130 and a first output shaft 140; wherein the first input shaft 121 is rotatably mounted in the final reducer housing 110 via a bearing, and one end of the first input shaft 121 extends outside the final reducer housing 110 and is connected to the intermediate transmission shaft, and the other end of the first input shaft 121 is coaxially fixed to the driving bevel gear 120; the first output shaft 140 is arranged perpendicular to the first input shaft 121 and is rotatably mounted in the final reducer housing 110; the driven bevel gear 130 is coaxially fixed to the middle portion of the first output shaft 140 and meshes with the driving bevel gear 120; thus, when the first input shaft 121 rotates driven by the intermediate transmission shaft, the first output shaft 140 can rotate along with it; at this time, both ends of the first output shaft 140 are the output ends of the rear final reducer 100.

[0032] In this embodiment, the first input shaft 121 is connected to the intermediate transmission shaft via an input flange 122 ; the first input shaft 121 and the input flange 122 are spline-connected, and the input flange 122 is fixed to the first input shaft 121 via a locking nut 123 .

[0033] It is understandable that the torque manager 200 may be any existing torque manager such as an electronically controlled electromagnetic torque manager, an electronically controlled mechanical torque manager, or an electronically controlled hydraulic torque manager, and the like, without limitation thereto.

[0034] The following is a preferred embodiment of the torque manager 200 of the present application.

[0035] like Figures 1 to 5As shown, the torque manager 200 includes a manager housing 210, an inner hub 220, an outer hub 230 and a torque adjustment device; wherein the outer hub 230 is rotatably mounted in the manager housing 210 via a bearing, and the outer hub 230 is used to connect to the axle of the rear wheel; the inner hub 220 is arranged in the manager housing 210, and one end of the inner hub 220 is coaxially connected to the first output shaft 140 by means of a spline or the like, and the other end of the inner hub 220 extends into the outer hub 230; the torque adjustment device includes a friction plate group 240 located between the outer hub 230 and the inner hub 220 and an adjustment mechanism for controlling the engagement pressure of the friction plate group 240; when torque needs to be transmitted, the adjustment mechanism presses the friction plate group 240 so that the torque of the inner hub 220 is transmitted to the outer hub 230 through the friction force of the friction plate group 240; because the engagement pressure of the friction plate group 240 can be controlled by the adjustment mechanism, the torque transmitted to the outer hub 230 can be controlled.

[0036] Alternatively, as Figure 2 As shown, the friction plate group 240 includes a first friction plate 241 and a second friction plate 242 which are sleeved on the inner rotating hub 220, and the first friction plate 241 and the second friction plate 242 are arranged alternately; wherein, the first friction plate 241 is spline-connected to the outer wall of the inner rotating hub 220, and the second friction plate 242 is spline-connected to the inner wall of the outer rotating hub 230; in this way, when the first friction plate 241 and the second friction plate 242 are pressed against each other in the axial direction of the outer rotating hub 230, friction force will be generated between the two, and under the action of this friction force, the inner rotating hub 220 transmits torque to the outer rotating hub 230.

[0037] The regulating mechanism includes but is not limited to the following two structural forms:

[0038] Structural form 1:

[0039] The adjustment mechanism includes a piston that presses the friction plate group 240 and a linear drive component that drives the piston to slide along the axis of the outer hub 230. The linear drive component is a hydraulic actuator or a linear motor with an encoder. The clamping force of the friction plate group 240 is controlled by the linear drive component to ensure the control accuracy of the transmitted torque.

[0040] Structural form 2:

[0041] The adjustment mechanism includes a cam assembly 250 and a motor assembly; the motor assembly controls the engagement pressure of the friction plate group 240 through the cam assembly 250 .

[0042] Specifically, if Figures 1 to 6As shown, the cam assembly 250 includes a first cam plate 251 rotatably disposed in the manager housing 210 and a second cam plate 252 fixed in the manager housing 210, and the first cam plate 251 is located between the second cam plate 252 and the friction plate group 240; a plurality of first grooves 251a are provided on the end surface of the first cam plate 251 facing the second cam plate 252, and each first groove 251a is arranged around the rotation center of the first cam plate 251; a plurality of first grooves 251a are provided on the end surface of the second cam plate 252 facing the first cam plate 251, and each first groove 251a is arranged around the rotation center of the first cam plate 251; A groove 251a corresponds one to a second groove 252a; the first groove 251a and the second groove 252a are slope grooves, and a rolling body 253 is limitedly fitted between the first groove 251a and the corresponding second groove 252a; when the first cam disc 251 rotates relative to the second cam disc 251, the rolling body 253 will move from a deeper position of the slope groove to a shallower position to increase the axial distance between the two cam discs, or, the rolling body 253 will move from a shallower position of the slope groove to a deeper position to reduce the axial distance between the two cam discs. Since the position of the second cam disc 251 is fixed, the first cam disc 251 will move closer to or away from the friction plate group 240 when it rotates, so as to adjust the degree of compression of the friction plate group 240; in order to ensure the uniformity of the pressure on the friction plate group, a retaining frame 254 can be added between the first cam disc 251 and the second cam disc 252, so that the position of the rolling body 253 can be constrained by using the through holes on the retaining frame 254, thereby ensuring the consistency of the movement of each rolling body 253.

[0043] It can be understood that the structure of the slope groove includes but is not limited to the following two forms.

[0044] Form 1: For example Figure 7 As shown, the slope groove is a groove with a gradually changing depth; when the ball body 253 is in a deeper position corresponding to the first groove 251a and the second groove 252a, the first cam plate 251 is located away from the friction plate group 240 and will not apply pressure to the friction plate group 240. At this time, the torque of the inner hub 220 will not be transmitted to the outer hub 230; when the first cam plate 251 rotates to move the ball body 253 from a deeper position to a shallower position in the groove, the first cam plate 251 will gradually approach the friction plate group 240 and apply pressure to the friction plate group 240. At this time, the torque of the inner hub 220 will be transmitted to the outer hub 230; since the pressure applied by the first cam plate 251 to the friction plate group 240 is gradually increasing, the torque transmitted to the outer hub 230 will also gradually increase, thereby facilitating stepless adjustment of the torque of the outer hub 230.

[0045] Form 2: If Figure 8As shown, the slope groove is a V-shaped groove that is deep in the middle and shallow on both sides; when the ball body 253 is in a deeper position corresponding to the first groove 251a and the second groove 252a, the first cam plate 251 is located away from the friction plate group 240 and will not apply pressure to the friction plate group 240. At this time, the torque of the inner hub 220 will not be transmitted to the outer hub 230; when the first cam plate 251 rotates to move the ball body 253 from the deeper position of the groove to the shallower position, the first cam plate 251 will gradually approach the friction plate group 240 and apply pressure to the friction plate group 240. At this time, the torque of the inner hub 220 will be transmitted to the outer hub 230; since the pressure applied by the first cam plate 251 to the friction plate group 240 is gradually increasing, the torque transmitted to the outer hub 230 will also gradually increase, thereby facilitating stepless adjustment of the torque of the outer hub 230.

[0046] In order to avoid the problem of unstable position of the first cam plate 251, a return spring 270 (such as Figure 2 As shown), the return spring 270 is preferably a wave spring, which can apply a certain preload force to the first cam plate 251.

[0047] In order to facilitate the control of the rotation of the first cam plate 251 by the motor assembly, as shown in FIG. Figure 4 As shown, a first meshing tooth needs to be formed on the outer periphery of the first cam disc 251; the motor assembly includes a rotating motor 261 with an encoder, and a second meshing tooth is formed on the outer periphery of the motor shaft of the rotating motor 261; the second meshing tooth is transmission-connected with the first meshing tooth to transmit the power of the rotating motor 261 to the first cam disc 251 to control the rotation of the first cam disc 251; since an encoder is installed on the rotating motor 261, the rotation angle of the motor shaft on the rotating motor 261 can be determined in real time through the encoder during the operation of the rotating motor 261, and then the rotation angle and axial displacement distance of the first cam disc 251 can be determined in real time, thereby facilitating the stepless adjustment of the engagement pressure of the friction plate group 240.

[0048] Optionally, the motor assembly also includes a first gear 262 and a second gear 263 that are coaxially arranged. The motor shaft of the rotating motor 261 is engaged with the first gear 262 through the second meshing teeth, and the second gear 263 is engaged with the first meshing teeth of the first cam plate 541. In this way, the power of the rotating motor 261 can be transmitted to the first cam plate 541 through the first gear 262 and the second gear 263 to control the rotation of the first cam plate 251.

[0049] In addition, in order to facilitate fixing the second cam plate 252 in the manager housing 210 , an end cover 280 is bolted to the manager housing 210 .

[0050] The utility model also provides a vehicle comprising the above-mentioned rear main reducer assembly.

[0051] In summary, the present invention provides a rear main reducer assembly and a vehicle, which eliminates the torque manager 200 at the input end of the rear main reducer 100 and the differential at the passive bevel gear 130 in the rear main reducer 100 in the existing timely four-wheel drive vehicle, and instead coaxially arranges the first output shaft 140 at the passive bevel gear 130, and arranges torque managers 200 for connecting the two rear wheels at both ends of the first output shaft 140; in this way, the torque transmitted from the rear main reducer 100 can be independently distributed to the two rear wheels through the two torque managers 200, which effectively solves the problem of the torque of the two rear wheels not being able to be distributed to the two rear wheels in the existing timely four-wheel drive. The problem of independent distribution; since the torque of the two rear wheels can be distributed independently, not only can the vehicle be switched between four-wheel drive mode and two-wheel drive mode to improve the traction performance of the vehicle under complex road conditions; but it is also convenient to improve the posture of the vehicle during steering and ensure vehicle stability by adjusting the torque deviation between the two rear wheels; in addition, when the vehicle is traveling on bad road conditions such as snow and mud, the torque manager 200 can also be used to achieve synchronous rotation of the two rear wheels, thereby achieving double-wheel limited slip on the rear axle and improving the vehicle's ability to escape from difficulties; therefore, the utility model effectively overcomes the various shortcomings of the prior art and has a high industrial utilization value.

[0052] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the present invention. Anyone skilled in the art may modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by one of ordinary skill in the art without departing from the spirit and technical principles disclosed in the present invention are intended to be covered by the claims of the present invention.

Claims

1. A rear main reducer assembly, comprising a rear main reducer (100), wherein the rear main reducer (100) comprises a main reducer housing (110) and a driving bevel gear (120) and a driven bevel gear (130) meshed with each other; the driving bevel gear (120) and the bevel gear (130) are both rotatably mounted in the main reducer housing (110); and characterized in that: A first output shaft (140) is coaxially fixed on the driven bevel gear (130); torque managers (200) are installed at both ends of the first output shaft (140), and the two torque managers (200) are respectively connected to the two rear wheels.

2. The rear main reducer assembly according to claim 1, characterized in that: The torque manager (200) comprises a manager housing (210), an inner rotating hub (220) and an outer rotating hub (230) which are coaxially arranged, and a torque adjustment device; the outer rotating hub (230) is rotatably mounted in the manager housing (210), and the inner rotating hub (220) is inserted into the manager housing (210); one end of the inner rotating hub (220) is coaxially connected to the first output shaft (140), and the other end of the inner rotating hub (220) extends into the outer rotating hub (230); The torque adjustment device is used to transmit the torque of the inner rotating hub (220) to the outer rotating hub (230) and control the magnitude of the transmitted torque.

3. The rear main reducer assembly according to claim 2, characterized in that: The torque adjustment device comprises a friction plate group (240) located between an outer rotating hub (230) and an inner rotating hub (220) and an adjustment mechanism for controlling the engagement pressure of the friction plate group (240).

4. The rear main reducer assembly according to claim 3, characterized in that: The regulating mechanism comprises a cam assembly (250) and a motor assembly; the motor assembly controls the engagement pressure of the friction plate group (240) through the cam assembly (250).

5. The rear main reducer assembly according to claim 4, characterized in that: The cam assembly (250) comprises a first cam disc (251) movably mounted in the manager housing (210) and a second cam disc (252) fixedly mounted in the manager housing (210); the first cam disc (251) is located between the second cam disc (252) and the friction plate group (240); a plurality of first grooves (251a) are provided on the end surface of the first cam disc (251) facing the second cam disc (252), and each first groove (251a) is arranged around the rotation center of the first cam disc (251); a second groove (252a) corresponding to the first groove (251a) is provided on the end surface of the second cam disc (252) facing the first cam disc (251); the first groove (251a) and the second groove (252a) are slope grooves, and a rolling body (253) is provided between the first groove (251a) and the corresponding second groove (252a) to limit the position.

6. The rear main reducer assembly according to claim 5, characterized in that: A retaining frame (254) is further provided between the first cam disc (251) and the second cam disc (252), and the retaining frame (254) is provided with through holes for accommodating each rolling body (253).

7. The rear main reducer assembly according to claim 5, characterized in that: The slope groove is a groove with gradually changing depth.

8. The rear main reducer assembly according to claim 5, characterized in that: A return spring (280) is provided between the outer rotating hub (230) and the first cam plate (251).

9. The rear main reducer assembly according to claim 3, characterized in that: The adjusting mechanism comprises a piston for pressing the friction plate group and a linear driving member for driving the piston to slide.

10. A vehicle, characterized in that: It comprises a rear final reducer assembly as described in any one of claims 1 to 9.

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