speed reducer and vehicle

Abstract

This utility model discloses a speed reducer and a vehicle. The speed reducer includes: a housing, within which a bearing is disposed; and a differential, rotatably disposed within the housing. The differential includes: a differential housing, wherein multiple ribs are spaced apart circumferentially on the differential housing. When the differential rotates, the ribs drive lubricating oil located at the bottom of the housing to lubricate the bearing. The multiple ribs spaced apart circumferentially on the differential housing, when the differential rotates, drive the lubricating oil located at the bottom of the housing to lubricate the bearing. This ensures ideal lubrication of each bearing in the speed reducer when the vehicle is going uphill. Simultaneously, sufficient lubricating oil can promptly dissipate excess heat generated by the bearing, thereby solving the problem of bearing erosion.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a speed reducer and a vehicle. Background Technology

[0002] In related technologies, reducers are very sensitive to the amount of lubricating oil and require sufficient lubricating oil to maintain transmission efficiency. For this reason, the reducer housing is equipped with structures such as oil passages, oil grooves and oil guide plates, and the transmission shaft is equipped with oil delivery holes to ensure that the lubricating oil can be accurately delivered to the lubrication position.

[0003] However, existing reducers also have significant drawbacks: when a vehicle is going uphill, the bearings cannot achieve the desired lubrication effect, and the large amount of heat generated cannot be carried away by the lubricating oil in time, resulting in high bearing temperatures and causing bearing burn-out. Utility Model Content

[0004] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a speed reducer that enables ideal lubrication of each bearing, while sufficient lubricating oil can promptly dissipate excess heat generated by the bearings, thereby solving the problem of bearing erosion.

[0005] This utility model further proposes a vehicle.

[0006] The reducer according to this utility model includes: a housing, in which a bearing is disposed; and a differential, which is rotatably disposed within the housing. The differential includes: a differential housing, in which multiple ribs are spaced apart in the circumferential direction, so that when the differential rotates, the ribs drive lubricating oil located at the bottom of the housing to lubricate the bearing.

[0007] According to the reducer of this utility model, the differential housing is provided with multiple ribs spaced apart in the circumferential direction. When the differential rotates, the ribs drive the lubricating oil located at the bottom of the housing to lubricate the bearings. In this way, when the vehicle goes uphill, the bearings of the reducer can achieve the ideal lubrication effect. At the same time, the sufficient lubricating oil can carry away the excessive heat generated by the bearings in time, thereby solving the problem of bearing burning.

[0008] In some examples of this utility model, the differential housing includes: a first housing and a second housing, the first housing being connected to the second housing, and the plurality of ribs being: a plurality of first ribs and a plurality of second ribs, the plurality of first ribs being spaced apart in the circumferential direction of the first housing, and the plurality of second ribs being spaced apart in the circumferential direction of the second housing.

[0009] In some examples of this utility model, the outer casing includes: a main housing and an end cap, the end cap being fitted onto the main housing, the end cap being provided with a first bearing hole and a second bearing hole, the first bearing hole being located obliquely above the second bearing hole, and the bearing being adapted to be disposed at the first bearing hole and the second bearing hole.

[0010] In some examples of this utility model, the end cap is further provided with a first oil collecting groove, a second oil collecting groove and a third oil collecting groove. The first oil collecting groove is located on one side of the first bearing hole and above the second bearing hole. The first oil collecting groove is connected to the first bearing hole. The second oil collecting groove and the third oil collecting groove are respectively located on both sides of the second bearing hole and are respectively connected to the second bearing hole.

[0011] In some examples of this utility model, the end cap has a first channel and a second channel. The first channel connects the first oil collection groove and the first bearing hole, and the second channel is located on the side of the first channel and connects the first channel and the second bearing hole.

[0012] In some examples of this invention, the second channel is arranged in a vertical direction.

[0013] In some examples of this utility model, the reducer further includes: an oil guide plate, one end of which is connected to the end cover and is located above the second bearing hole, and the first oil collection groove is defined between the oil guide plate and the end cover.

[0014] In some examples of this utility model, the oil guide plate is inclined downward in the direction toward the first bearing hole, the lower end of the second oil collection groove is provided with a first oil baffle plate, the lower end of the third oil collection groove is provided with a second oil baffle plate, and the first oil baffle plate and the second oil baffle plate are respectively inclined downward in the direction toward the second bearing hole.

[0015] In some examples of this utility model, the inclination angles of the oil guide plate, the first oil baffle plate and the second oil baffle plate are all α, and the value range of α is: 0°<α≤17°.

[0016] The vehicle according to this utility model includes: the speed reducer described above.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is a first structural schematic diagram of the reducer according to an embodiment of the present utility model; Figure 2 This is a second structural schematic diagram of the reducer according to an embodiment of the present utility model; Figure 3 This is a third structural schematic diagram of the reducer according to an embodiment of the present utility model; Figure 4 This is a schematic diagram of the main shell structure.

[0019] Figure label: 1. Speed ​​reducer; 10. Outer casing; 100. Main casing; 101. End cap; 102. First bearing hole; 103. Second bearing hole; 104. First oil collection groove; 105. Second oil collection groove; 106. Third oil collection groove; 107. First channel; 108. Second channel; 109. First oil baffle; 110. Second oil baffle; 20. Differential; 200. Differential casing; 201. Rib; 202. First casing; 203. Second casing; 204. First rib; 205. Second rib; 30. Oil guide plate. Detailed Implementation

[0020] The embodiments of the present invention are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present invention are described in detail below.

[0021] The following is for reference. Figures 1-4 A speed reducer 1 according to an embodiment of the present utility model is described.

[0022] like Figure 1 and Figure 2 As shown, the reducer 1 according to an embodiment of the present invention includes: a housing 10 and a differential 20. The housing 10 is the main body of the reducer 1 and can serve as a seal to protect and house the internal components. The differential 20 enables two output ends on the same shaft to rotate at different speeds.

[0023] like Figure 1 and Figure 2As shown, a bearing is installed inside the housing 10, and the differential 20 is rotatably mounted inside the housing 10. The bearing is the pivot connecting rotating parts such as shafts and gears to fixed parts such as the housing 10. It can ensure the precise positioning and smooth operation of each moving part inside the reducer 1, support the shafts and gears, bear the load and reduce friction. The housing 10 has an installation space, and the differential 20 is installed inside the housing 10 and can rotate freely around its own axis. This can make reasonable use of the space in the housing 10, reduce space occupation, and thus solve the space arrangement problem of the reducer 1.

[0024] like Figure 1 and Figure 2 The differential 20 includes a differential housing 200, which has a plurality of ribs 201 spaced apart in the circumferential direction, so that when the differential 20 rotates, the ribs 201 drive the lubricating oil located at the bottom of the housing 10 to lubricate the bearing. The differential housing 200 is the main body of the differential 20, which can accommodate and protect the internal components. Multiple ribs 201 can agitate the oil, making it easier for the differential 20 to splash the lubricating oil. The multiple ribs 201 are spaced apart in the circumferential direction of the differential housing 200, which can avoid interference between the multiple ribs 201 and at the same time make the distribution range of the multiple ribs 201 wider, which can also improve the splashing effect of the lubricating oil to a certain extent. When the differential 20 rotates, the ribs 201 drive the lubricating oil located at the bottom of the housing 10 to lubricate the bearings. That is to say, when the vehicle goes uphill, the lubricating oil at the bottom of the housing 10 does not come into contact with the bearings. The lubricating oil is mainly lubricated by the rotation of the differential 20 and the splashing of the ribs 201. This can make the bearings of the reducer 1 achieve the ideal lubrication effect, with a lubricating oil flow rate of greater than or equal to 0.08L / min. At the same time, the sufficient lubricating oil can carry away the excess heat generated by the bearings in time, thereby solving the problem of bearing burning in the reducer 1.

[0025] Therefore, the differential housing 200 is provided with multiple ribs 201 at intervals in the circumferential direction. When the differential 20 rotates, the ribs 201 drive the lubricating oil located at the bottom of the housing 10 to lubricate the bearings. In this way, when the vehicle goes uphill, the bearings of the reducer 1 can achieve the ideal lubrication effect. At the same time, the sufficient lubricating oil can carry away the excessive heat generated by the bearings in time, thereby solving the problem of bearing burning.

[0026] Specifically, such as Figure 1 and Figure 2As shown, the differential housing 200 includes: a first housing 202 and a second housing 203, the first housing 202 is connected to the second housing 203, and the plurality of ribs 201 are: a plurality of first ribs 204 and a plurality of second ribs 205, the plurality of first ribs 204 are spaced apart in the circumferential direction of the first housing 202, and the plurality of second ribs 205 are spaced apart in the circumferential direction of the second housing 203. It should be noted that the first housing 202 and the second housing 203 are components of the differential housing 200, both of which can accommodate and protect internal components. The first housing 202 and the second housing 203 are connected, forming a whole, which facilitates the installation and setting of the differential housing 200. The multiple first ribs 204 and multiple second ribs 205 are components of the multiple ribs 201. The multiple first ribs 204 and multiple second ribs 205 can all play the role of stirring oil, which facilitates the differential 20 to splash the lubricating oil. The first ribs 204 are spaced apart in the circumferential direction of the first housing 202, and the multiple second ribs 205 are spaced apart in the circumferential direction of the second housing 203. This can avoid interference between the multiple first ribs 204 and multiple second ribs 205, and at the same time, it can make the distribution range of the multiple first ribs 204 and multiple second ribs 205 wider, which can also improve the splashing effect of the lubricating oil to a certain extent. The number of first ribs 204 can be set to four, and the number of second ribs 205 can be set to eight.

[0027] Among them, such as Figure 3 and Figure 4As shown, the outer casing 10 includes a main casing 100 and an end cap 101. The end cap 101 covers the main casing 100. The end cap 101 is provided with a first bearing hole 102 and a second bearing hole 103. The first bearing hole 102 is located obliquely above the second bearing hole 103. The bearing is adapted to be disposed at the first bearing hole 102 and the second bearing hole 103. The main housing 100 and end cap 101 are components of the outer casing 10. The main housing 100 is the main body of the outer casing 10, serving to support, accommodate, and seal. The end cap 101 is a cap-like component installed at the open end of the main housing 100. When the end cap 101 covers the main housing 100, the outer casing 10 forms a closed, sealed internal space, preventing lubricating oil leakage and preventing dust, moisture, and other contaminants from entering. This protects and accommodates the internal components. The first bearing hole 102 and the second bearing hole 103 can both be used to install and axially position the outer ring of the bearing. The first bearing hole 102 is located diagonally above the second bearing hole 103, which facilitates the installation and setting of the drive gear shaft and ensures that power can be efficiently, smoothly, and reliably transmitted from the drive shaft to the differential 20. The bearing can be located at the first bearing hole 102 and the second bearing hole 103, which facilitates bearing installation and ensures the precise positioning and smooth operation of the moving parts inside the reducer 1. The main housing 100 and the end cap 101 can be connected by bolts.

[0028] In addition, such as Figure 3 As shown, the end cap 101 is also provided with a first oil collecting groove 104, a second oil collecting groove 105, and a third oil collecting groove 106. The first oil collecting groove 104 is located on one side of the first bearing hole 102 and above the second bearing hole 103, and is connected to the first bearing hole 102. The first oil collecting groove 104, the second oil collecting groove 105, and the third oil collecting groove 106 can collect and guide lubricating oil to ensure that the bearing can receive sufficient and timely lubrication. The first oil collecting groove 104 can be set on one side of the first bearing hole 102 and above the second bearing hole 103. By connecting the first oil collecting groove 104 to the first bearing hole 102, the lubricating oil collected in the first oil collecting groove 104 can flow directly into or be guided into the first bearing hole 102, thereby lubricating the bearing.

[0029] The second oil collecting groove 105 and the third oil collecting groove 106 are located on both sides of the second bearing hole 103, and are connected to the second bearing hole 103. The second oil collecting groove 105 and the third oil collecting groove 106 can be respectively set on both sides of the second bearing hole 103. By connecting the second oil collecting groove 105 and the third oil collecting groove 106 to the second bearing hole 103, the lubricating oil collected in the second oil collecting groove 105 and the third oil collecting groove 106 can flow directly into or be guided into the second bearing hole 103, thereby lubricating the bearing. It should be noted that the position of the M8 bolt holes on the end cap can be finely adjusted to accommodate the first oil collecting groove 104, the second oil collecting groove 105, and the third oil collecting groove 106.

[0030] Without adding an active lubrication device, by setting up a first oil collection groove 104, a second oil collection groove 105, and a third oil collection groove 106, the problem of insufficient lubrication of lubricating oil when the bearings are high above the lubricating oil surface can be solved. The first oil collection groove 104, the second oil collection groove 105, and the third oil collection groove 106 collect the lubricating oil splashed onto the housing and end cover when the gear is running, and distribute the lubricating oil reasonably to each bearing, so that each bearing of the reducer 1 achieves the ideal lubrication effect.

[0031] Of course, such as Figure 3 As shown, the end cap 101 has a first channel 107 and a second channel 108. The first channel 107 connects the first oil collection groove 104 and the first bearing hole 102. The second channel 108 is located on the side of the first channel 107 and connects the first channel 107 and the second bearing hole 103. The first channel 107 and the second channel 108 allow lubricating oil to flow into or be guided to the first bearing hole 102 and the second bearing hole 103, respectively. The first channel 107 connects the first oil collection groove 104 and the first bearing hole 102. One end of the first channel 107 is connected to the first oil collection groove 104, and the other end leads to the first bearing hole 102. In this way, the first channel 107 can actively guide the lubricating oil collected in the first oil collection groove 104 to the first bearing hole 102, which can achieve precise and reliable lubrication of the bearing. The second channel 108 is located on the side of the first channel 107 and connects the first channel 107 and the second bearing hole 103. One end of the second channel 108 is connected to the first channel 107, and the other end leads to the second bearing hole 103. This allows the first oil collection groove 104 to connect with the second bearing hole 103, which can reduce the high-speed pumping effect of the first bearing hole 102. In addition, when the vehicle is traveling at high speed, the flow rate of lubricating oil in the first bearing hole 102 and the second bearing hole 103 can be reasonably distributed.

[0032] Furthermore, such as Figure 3As shown, the second channel 108 is arranged vertically. The second channel 108 connects the first channel 107 and the second bearing hole 103, so that the first oil collection groove 104 can be connected to the second bearing hole 103, which can reduce the high-speed pumping effect of the first bearing hole 102. In addition, when the vehicle is at high speed, the flow rate of lubricating oil in the first bearing hole 102 and the second bearing hole 103 can be reasonably distributed.

[0033] When the vehicle is traveling at low speed, the lubricating oil on the end cap 101 wall is collected at the second bearing hole 103 through the second oil collection groove 105 and the third oil collection groove 106, so that the bearing is adequately lubricated at low speed and the bearing is prevented from burning. When the vehicle is traveling at high speed, the lubricating oil is guided to the first bearing hole 102 and the second bearing hole 103 through the first oil collection groove 104. The second channel 108 connects the first oil collection groove 104 and the second bearing hole 103, so that the flow rate of the lubricating oil in the first bearing hole 102 and the second bearing hole 103 can be reasonably distributed.

[0034] In addition, such as Figure 3 As shown, the reducer 1 also includes an oil guide plate 30, one end of which is connected to the end cover 101, and the oil guide plate 30 is located above the second bearing hole 103. The oil guide plate 30 and the end cover 101 define a first oil collection groove 104. The oil guide plate 30 can intercept, collect, or guide lubricating oil using centrifugal force. One end of the oil guide plate 30 is connected to the end cover 101. At this time, the oil guide plate 30 is fixed during the operation of the reducer 1. The oil guide plate 30 is set above the second bearing hole 103. The oil guide plate 30 and the end cover 101 define the first oil collection groove 104. This eliminates the need to separately cast or machine the first oil collection groove 104 on the end cover 101, which can reduce the volume and weight of the end cover 101. Secondly, the first oil collection groove 104 is formed by utilizing the installation space of the oil guide plate 30, which can achieve a compact overall structure. In addition, the lubricating oil intercepted by the oil guide plate 30 can flow directly and without loss into the first oil collection groove 104, which has the shortest path and the highest efficiency.

[0035] It should be noted that, as Figure 3As shown, the oil guide plate 30 is inclined downwards towards the first bearing hole 102. A first oil baffle plate 109 is located at the lower end of the second oil collection groove 105, and a second oil baffle plate 110 is located at the lower end of the third oil collection groove 106. The first oil baffle plate 109 and the second oil baffle plate 110 are respectively inclined downwards towards the second bearing hole 103. The inclined downwards orientation of the oil guide plate 30 towards the first bearing hole 102 facilitates the flow of lubricating oil to the bearing when the vehicle is going uphill. The first oil baffle plate 109 at the lower end of the second oil collection groove 105 and the second oil baffle plate 110 at the lower end of the third oil collection groove 106 both intercept the lubricating oil, preventing it from directly impacting the oil seal lip or seeping into the mating surface gaps, thereby reducing the risk of leakage and extending the oil seal life. The first oil baffle plate 109 and the second oil baffle plate 110 are respectively inclined downwards towards the second bearing hole 103. Do not tilt downwards. After the bearing completes its lubrication task, excess lubricating oil will flow out from the outer ring or end face of the bearing. The tilted downwards first oil baffle 109 and second oil baffle 110 are located directly below the lubricating oil flowing out of the bearing. In this way, the flowing lubricating oil will naturally fall onto the first oil baffle 109 and second oil baffle 110. The lubricating oil will automatically flow along the first oil baffle 109 and second oil baffle 110 and be guided back to the main oil sump or oil collection area. This ensures that the lubricating oil can quickly and smoothly return to the oil sump after lubrication, avoiding accumulation around the bearing.

[0036] In addition, such as Figure 3 As shown, the tilt angles of the oil guide plate 30, the first oil baffle plate 109, and the second oil baffle plate 110 are all α, with α ranging from 0° to 17°. It should be noted that the tilt angles of the oil guide plate 30, the first oil baffle plate 109, and the second oil baffle plate 110 must meet certain ranges. Specifically, the tilt angle of the oil guide plate 30 cannot be too small, i.e., less than or equal to 0°. In this case, the oil guide plate 30's oil guiding efficiency is low, and the lubricating oil cannot be effectively guided. That is, when the vehicle is going uphill, the lubricating oil cannot flow to the bearing. At the same time, the tilt angle of the oil guide plate 30 cannot be too large, i.e., greater than 17°. This would cause the lubricating oil to splash uncontrollably, failing to effectively intercept and guide it. The main function of the oil guide plate 30 is to intercept the flying gear... If the angle of the splashed oil flow is too large, its oil-facing area will decrease. The high-speed splashed lubricating oil droplets may directly "penetrate" or "slide" over the oil guide plate 30 and cannot be effectively intercepted, resulting in a large amount of oil being lost to non-target areas. Secondly, when the angle of the oil guide plate 30 is too large, the component of gravity along the inclined plane is extremely large, and the oil will rush down the oil guide plate 30 at an extremely high speed. At this time, the oil may rush out of the first oil collection groove 104, causing waste and pollution. In addition, an excessively large angle may require the oil guide plate 30 to be extended longer or installed at a higher point, occupying more space and potentially interfering with other components.

[0037] Specifically, the tilt angle of the first baffle plate 109 and the second baffle plate 110 cannot be too small, that is, less than or equal to 0°. In this case, the first baffle plate 109 and the second baffle plate 110 cannot intercept the lubricating oil, and cannot prevent direct impact on the oil seal lip or seepage into the joint surface gap. At the same time, the tilt angle of the first baffle plate 109 and the second baffle plate 110 cannot be too large, that is, greater than 17°. In this case, the lubricating oil will rebound or splash, which will damage the seal and lubrication. Specifically, when the angle of the first baffle plate 109 and the second baffle plate 110 is too large, the high-speed lubricating oil flow will hit the first baffle plate 109 and the second baffle plate 110 at a large angle. At this time, the lubricating oil will rebound violently or atomize and splash, forming secondary oil mist or oil droplets. The rebounded lubricating oil may bypass the first baffle plate 109 and the second baffle plate 110, and is more likely to reach the oil seal or joint surface, increasing the risk of lubricating oil leakage.

[0038] It should be noted that the lubrication effect of each bearing in the reducer 1 can also be achieved by adding a mechanical oil pump or an electronic oil pump.

[0039] The vehicle according to an embodiment of the present invention includes: the reducer 1 described in the above embodiments.

[0040] In the description of this utility model, it should be understood that 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., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0041] In the description of this utility model, "first feature" and "second feature" may include one or more of the features. In the description of this utility model, "multiple" means two or more. In the description of this utility model, "above" or "below" the second feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. In the description of this utility model, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature.

[0042] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0043] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A speed reducer (1), characterized in that, include: The outer casing (10) contains a bearing; A differential (20) is rotatably disposed within the housing (10). The differential (20) includes a differential housing (200) having a plurality of ribs (201) spaced apart in the circumferential direction. When the differential (20) rotates, the ribs (201) drive the lubricating oil located at the bottom of the housing (10) to lubricate the bearing.

2. The reducer (1) according to claim 1, characterized in that, The differential housing (200) includes a first housing (202) and a second housing (203), the first housing (202) being connected to the second housing (203), and the plurality of ribs (201) being a plurality of first ribs (204) and a plurality of second ribs (205), the plurality of first ribs (204) being spaced apart in the circumferential direction of the first housing (202), and the plurality of second ribs (205) being spaced apart in the circumferential direction of the second housing (203).

3. The reducer (1) according to claim 1, characterized in that, The outer casing (10) includes a main casing (100) and an end cap (101). The end cap (101) covers the main casing (100). The end cap (101) is provided with a first bearing hole (102) and a second bearing hole (103). The first bearing hole (102) is located obliquely above the second bearing hole (103). The bearing is adapted to be disposed at the first bearing hole (102) and the second bearing hole (103).

4. The reducer (1) according to claim 3, characterized in that, The end cap (101) is also provided with a first oil collection groove (104), a second oil collection groove (105) and a third oil collection groove (106). The first oil collection groove (104) is located on one side of the first bearing hole (102) and above the second bearing hole (103). The first oil collection groove (104) is connected to the first bearing hole (102). The second oil collection groove (105) and the third oil collection groove (106) are respectively located on both sides of the second bearing hole (103) and are respectively connected to the second bearing hole (103).

5. The reducer (1) according to claim 4, characterized in that, The end cap (101) has a first channel (107) and a second channel (108). The first channel (107) connects the first oil collection groove (104) and the first bearing hole (102). The second channel (108) is located on the side of the first channel (107) and connects the first channel (107) and the second bearing hole (103).

6. The reducer (1) according to claim 5, characterized in that, The second channel (108) is arranged in the vertical direction.

7. The reducer (1) according to claim 4, characterized in that, It also includes an oil guide plate (30), one end of which is connected to the end cap (101), and the oil guide plate (30) is located above the second bearing hole (103), and the first oil collection groove (104) is defined between the oil guide plate (30) and the end cap (101).

8. The reducer (1) according to claim 7, characterized in that, The oil guide plate (30) is inclined downward in the direction of the first bearing hole (102), the lower end of the second oil collection groove (105) is provided with a first oil baffle plate (109), the lower end of the third oil collection groove (106) is provided with a second oil baffle plate (110), and the first oil baffle plate (109) and the second oil baffle plate (110) are respectively inclined downward in the direction of the second bearing hole (103).

9. The reducer (1) according to claim 8, characterized in that, The tilt angles of the oil guide plate (30), the first oil baffle plate (109) and the second oil baffle plate (110) are all α, and the value range of α is: 0°<α≤17°.

10. A vehicle, characterized in that, include: The speed reducer (1) according to any one of claims 1-9.

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