Planetary reduction gear, powertrain, vehicle

Abstract

The planetary reducer, powertrain, and vehicle are characterized in that the planetary reducer (A) includes a housing (1), a sun gear (2), an internal gear (4), a plurality of planetary gears (3), and a planet carrier (5), and further includes a cylindrical portion (6) fitted to the outside of the internal gear, a sleeve portion (7) fitted to the outside of the cylindrical portion, an elastic portion (8) installed between the cylindrical portion and the sleeve portion, a first friction ring (60) attached to the cylindrical portion, a second friction ring (50) attached to the planet carrier, a third friction ring (70) attached to the sleeve portion, a fourth friction ring (10) attached to the housing portion, and a controller (9) attached to the housing portion, and the first friction ring and the second friction ring are provided alternately between the sleeve portion and the cylindrical portion, and the third friction ring and the fourth friction ring are provided alternately between the controller and the sleeve portion. This planetary reducer effectively simplifies the structural design and reduces the difficulty of control. When used in a vehicle, it can realize the interlocking control of the brake and clutch, and ensure that there is no loss of driving force when the vehicle changes gears.

Description

[Technical field]

[0001] The present invention relates to the field of speed reducer technology, and in particular to planetary speed reducers, power trains and vehicles. [Background technology]

[0002] A planetary reducer includes a sun gear, a planet carrier, and an internal gear, and is based on the basic principle of planets. When any two parts are engaged by the clutch, the rotational speeds of the three parts match, and the reducer performs rigid transmission with a speed ratio of 1, but when any one part is braked by the brake, a rotational speed difference occurs in the other two parts, and the reducer performs variable speed transmission with a speed ratio of i. Variable speed transmission is achieved by the combination of the clutch and brake. In existing technology, the clutch and brake are controlled relatively independently, and two oil paths and two actuators are required to control the clutch and brake respectively, which makes the oil path design and control structure of conventional planetary reducers complicated.

[0003] In addition, when switching the transmission state of the reducer, precise coordination of the two actuators is essential; otherwise, the clutch and brake may be disengaged at the same time, which will cause an interruption in power transmission and seriously affect the normal operation of the equipment.

[0004] Therefore, the conventional planetary reducer has technical defects such as a complicated structural design and high requirements for control precision. Summary of the Invention

[0005] In order to solve the technical problems that the structural design of the conventional planetary reducer is complicated and the control accuracy is required, the present invention proposes a planetary reducer, which includes a housing, a sun gear arranged in the housing, an internal gear fitted to the outside of the sun gear, a plurality of planetary gears each fitted to a planetary shaft and meshing with the sun gear and the internal gear at the same time, and a planetary carrier fixed to each of the planetary shafts, the planetary reducer further includes a cylindrical part fitted to the outside of the internal gear, configured to rotate synchronously with the internal gear and move in the axial direction relative to the internal gear, a sleeve part fitted to the outside of the cylindrical part, configured to rotate synchronously with the cylindrical part and move in the axial direction relative to the cylindrical part, an elastic part installed between the cylindrical part and the sleeve part, a first friction ring attached to the cylindrical part, configured to rotate synchronously with the cylindrical part and move in the axial direction relative to the cylindrical part, a second friction ring attached to the planetary carrier, configured to rotate synchronously with the planetary carrier and move in the axial direction relative to the cylindrical part, and a second friction ring attached to the planetary carrier, configured to rotate synchronously with the planetary carrier and move in the axial direction relative to the planetary carrier. a second friction ring configured to move axially relative to the carrier, a third friction ring attached to the sleeve portion, rotated synchronously with the sleeve portion, and configured to move axially relative to the sleeve portion, a fourth friction ring attached to the housing and configured to move axially relative to the housing, and a controller attached to the housing and configured to face the fourth friction ring, wherein the first friction ring and the second friction ring are alternately provided between the sleeve portion and the cylindrical portion, and configured to be engaged by the action of the elastic portion and to be disengaged by the action of the controller, and the third friction ring and the fourth friction ring are alternately provided between the controller and the sleeve portion, and configured to be disengaged or engaged by the action of the controller.

[0006] In the present invention, the first friction ring and the second friction ring alternately form a clutch, and the third friction ring and the fourth friction ring alternately form a brake, the internal gear, the cylindrical portion, the sleeve portion, the first friction ring and the third friction ring maintain synchronous rotation, the planetary carrier and the second friction ring maintain synchronous rotation, the housing and the fourth friction ring maintain relative stationary, and when the first friction ring and the second friction ring are pressed against each other, the clutch engages the internal gear with the planetary carrier, and when the third friction ring and the fourth friction ring are pressed against each other, the brake engages the housing with the internal gear, and the internal gear is braked.

[0007] In the present invention, the elastic part has a pretension force, and when the controller does not operate, the pretension force causes the cylindrical part and the sleeve part to bring the first friction ring and the second friction ring into close contact with each other, and at the same time, there is no contact pressure between the third friction ring and the fourth friction ring. Therefore, when the controller does not operate, the brake maintains disengagement, the clutch maintains engagement, and the planetary reducer maintains rigid transmission with a speed ratio of 1.

[0008] When changing the speed ratio of the planetary reducer, the controller is started, and the third friction ring and the fourth friction ring are pressed by the combination of the controller and the sleeve part. During pressing, the acting force of the controller is transmitted to the sleeve part and the cylindrical part, so that the cylindrical part moves in parallel with respect to the internal gear, and the pressing force of the sleeve part against the first friction ring and the second friction ring becomes smaller. As the acting force of the controller increases, the pressing force between the third friction ring and the fourth friction ring increases, while the pressing force between the first friction ring and the second friction ring decreases. In this process, the clutch and the brake change synchronously, and each part maintains contact. When the acting force of the controller is greater than the pretension force of the elastic part, the third friction ring and the fourth friction ring are completely pressed, and at the same time, the acting force causes the sleeve part to move in parallel with respect to the cylindrical part, and the first friction ring and the second friction ring are completely released. In this case, the brake is completely engaged, the clutch is completely released, and the planetary reducer performs speed change transmission at a stable speed ratio i. It is easy to see that the speed ratio of the planetary reducer goes from i back to 1 by the reverse motion of the controller.

[0009] Therefore, compared with conventional reducers, the planetary reducer of the present invention realizes the interlocking adjustment of two mechanisms, the brake and the clutch, only with an actuator called a controller, effectively simplifying the control structure of the reducer, and especially, during the adjustment process, the clutch (or brake) engages while the brake (or clutch) disengages synchronously, and the increase in the clutch (or brake) pressure and the decrease in the brake (or clutch) pressure are the same, and both realize adaptive adjustment by the pretension force of the elastic part, effectively simplifying the control logic, lowering the accuracy requirement for interlocking control of the brake and the clutch, and making the reducer easier to control. When the planetary reducer of the present invention is used in a vehicle, the brake and the clutch maintain synchronous changes and do not disengage simultaneously, so there is no power interruption even when changing gears, effectively improving the driving experience and ride comfort.

[0010] In a preferred technical solution of the above planetary reducer, the planetary reducer further includes an input end connected to the sun gear and an output end connected to the planet carrier. With such an arrangement, the power is input from the sun gear through the input end and output from the planet carrier and the output end by the planetary reducer of the present invention.

[0011] In a preferred technical solution of the above planetary reducer, the cylindrical part is provided with a first limit ring, the elastic part has a pretension force, and one end of the first limit ring is connected to the first limit ring and the other end is connected to the sleeve part. With such an arrangement, the elastic part uses a pretension force to press the sleeve part against the right side of the cylindrical part, so that the first friction ring and the second friction ring are tightly engaged with each other.

[0012] In a preferred technical solution of the above planetary reducer, the cylindrical part is provided with a second limit ring, the elastic part has a pretension force, and one end of the elastic part is connected to the second limit ring and the other end of the elastic part is connected to the sleeve part. With such an arrangement, the elastic part uses the pretension force to pull the sleeve part to the right side of the cylindrical part, so that the first friction ring and the second friction ring are tightly engaged with each other.

[0013] In a preferred technical solution of the above planetary reducer, the housing is provided with a limit portion facing the left end of the cylindrical portion. When the planetary reducer transmits power at a speed ratio i, the brake is in an engaged state, the clutch is in a disengaged state, and the controller maintains operation in this state. In order to ensure reliable engagement of the brake, the acting force of the controller is greater than the pretension force of the elastic portion, and the acting force is transmitted to the cylindrical portion by the elastic portion, and the cylindrical portion receives a large axial force. With such an arrangement, the limit portion faces the left end of the cylindrical portion, and when the cylindrical portion slides to the left due to the action of the controller, the limit portion abuts against the left end of the cylindrical portion and receives the axial force of the cylindrical portion, thereby effectively improving the stability of the mechanism.

[0014] In a preferred technical solution of the above planetary reducer, the tubular part and the internal gear are connected by a spline, with the tubular part rotating synchronously with the internal gear and moving horizontally relative to the internal gear along the spline, and the connection has a simple structure and realizes stable and reliable power transmission.

[0015] In a preferred technical solution of the above planetary reducer, the cylindrical part is provided with a limit flange that is engaged with the internal gear, and the limit flange is arranged in such a way that it limits the translational movement range of the cylindrical part and ensures horizontal sliding within an appropriate range.

[0016] In a preferred technical solution of the above planetary reducer, a reset unit is provided between the tubular part and the internal gear. When the controller is operated, the tubular part moves in parallel to the left, and when the controller is deactivated, the tubular part is in a state where it can move in parallel. With this arrangement, the reset unit returns the tubular part to an appropriate position and rotates stably, thereby effectively reducing the rattling of the tubular part in the axial direction and improving the operational stability of the reducer.

[0017] In a preferred technical solution of the above planetary reducer, the elastic part includes a plurality of springs arranged along the circumferential direction of the cylindrical part, and the springs arranged in the circumferential direction apply a uniform load to the cylindrical part and the sleeve part, so that the sleeve part can stably and smoothly move parallel to the cylindrical part.

[0018] In the preferred technical solution of the above planetary reducer, the end of the elastic part is provided with a pretension adjustment part, which can easily adjust the pretension force of the elastic part, thereby satisfying the design requirements.

[0019] In a preferred technical solution of the above planetary reducer, the elastic part includes a disc spring that is fitted onto the cylindrical part. With such an arrangement, the disc spring has a simple structure.

[0020] In the preferred technical solution of the planetary reducer, the tubular part is provided with a third limit ring that contacts the first friction ring. With such an arrangement, the third limit ring limits the translation range of the first friction ring, and when clutch engagement is required, the third limit ring presses the first friction ring and the second friction ring together with the sleeve part, and in the process, one end of the elastic part acts on the tubular part, and the other end of the elastic part acts on the third limit ring through the sleeve part, so that it also acts on the tubular part. This preferred technical solution ensures that the pretension force of the elastic part acts only inside the tubular part, and the reducer is not subjected to a large axial force, effectively improving the structural stability of the reducer.

[0021] In a preferred technical solution of the above planetary reducer, the sleeve portion has a first pressing portion, the first pressing portion faces the third limit ring and contacts the first friction ring, and the alternating first friction ring and the second friction ring are disposed between the first pressing portion and the third limit ring. The sleeve portion and the first friction ring rotate synchronously, and there is no relative rotation speed between them. With such an arrangement, when the sleeve portion tightly engages the first friction ring and the second friction ring through the first pressing portion, there is no relative friction between the sleeve portion and the first friction ring, which improves the reliability of the sleeve portion.

[0022] In a preferred technical solution of the above planetary reducer, the sleeve part and the tubular part are connected by a spline, with the sleeve part rotating synchronously with the tubular part while moving horizontally relative to the internal gear along the spline, and the connection has a simple structure and realizes stable and reliable power transmission.

[0023] In a preferred technical solution of the above planetary reducer, the sleeve portion has a second pressing portion facing the controller and contacting the third friction ring, and the third friction ring and the fourth friction ring, which are mutually connected, are disposed between the second pressing portion and the controller. The sleeve portion and the third friction ring rotate synchronously, and there is no relative rotation speed between them. With such an arrangement, when the sleeve portion tightly engages the third friction ring and the fourth friction ring through the second pressing portion, there is no relative friction between the sleeve portion and the third friction ring, thereby improving the reliability of the sleeve portion.

[0024] In a preferred technical solution of the planetary reducer, the controller includes a pressure cylinder with an operating end facing the second pressing part and an intake port extending to the surface of the housing, and a piston slidably assembled in the pressure cylinder and contacting the fourth friction ring. The preferred technical solution proposes a hydraulic or pneumatic actuator for realizing interlocking control of the clutch and brake by the reciprocating motion of the piston in the pressure cylinder. Taking the operating state of brake engagement and clutch disengagement as an example, the piston slides to the second pressing part and tightly engages the third friction ring and the fourth friction ring, and such an arrangement causes the piston to contact the fourth friction ring and be relatively stationary between them, and there is no relative friction between the piston and the fourth friction ring, so that the piston operates more stably.

[0025] In a preferred technical solution of the above planetary reducer, the first friction ring and the cylinder part are connected by a spline, the second friction ring and the planet carrier are connected by a spline, the third friction ring and the sleeve part are connected by a spline, and the fourth friction ring and the housing are connected by a spline, which effectively improves the connection stability between the components.

[0026] The present invention also proposes a power train including a driving machine receiving power from the sun gear, and the planetary reducer according to any one of the above preferred technical solutions.

[0027] The present invention also includes a vehicle body and a powertrain assembled to the vehicle body described in the above technical solution. [Brief description of the drawings]

[0028] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. [Figure 1] FIG. 1 is a diagram showing the structure of a planetary reduction gear in one embodiment of the present invention. [Diagram 2] FIG. 2 is a component force analysis diagram during brake engagement of a planetary reduction gear in one embodiment of the present invention. [Diagram 3] FIG. 3 is a diagram showing the structure of a planetary reduction gear in an embodiment of the present invention in an initial state. [Figure 4] FIG. 4 is a diagram showing the structure of a planetary reduction gear in one embodiment of the present invention at the first stage. [Diagram 5] FIG. 5 is a diagram showing the structure of a planetary reduction gear in one embodiment of the present invention in the second and third stages. [Figure 6] FIG. 6 is a diagram showing the structure of a planetary reducer in the fourth and fifth stages in one embodiment of the present invention. [Figure 7] FIG. 7 is a component force analysis diagram during clutch engagement of a planetary reduction gear in one embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0029] Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. Those skilled in the art should understand that these embodiments are only used to explain the technical principles of the present invention, and are not intended to limit the protection scope of the present invention.

[0030] It should be explained that in the description of the present invention, terms indicating directions or positional relationships such as "left", "right", "inside", "outside" and the like are based on directions or positional relationships shown in the drawings, and do not indicate or suggest that the device or component has a particular orientation, is constructed and operates in a particular orientation, but are merely for convenience of description and should not be understood as limiting the present invention. Also, the terms "first", "second", "third", and "fourth" are used for explanation and should not be understood as indicating or suggesting relative importance.

[0031] It should also be noted that, unless otherwise expressly specified or limited, in the description of the present invention, the terms "assembly", "disposition", "installation" and "connection" should be understood in a broad sense, for example, to mean a fixed connection, a detachable connection or an integral connection, and further may mean a direct connection, an indirect connection via an intermediate medium, or an internal communication between two components. The specific meaning of the above terms in the present invention can be understood by those skilled in the art according to the circumstances.

[0032] The embodiment of the present invention proposes a planetary reducer A to solve the technical problems of the conventional planetary reducer having a complicated structure design and high control precision. The planetary reducer A includes a housing 1, a sun gear 2 arranged in the housing 1, an internal gear 4 fitted to the outside of the sun gear 2, a plurality of planetary gears 3 each fitted to a planetary shaft 31 and simultaneously meshing and connected to the sun gear 2 and the internal gear 4, and a planetary carrier 5 fixed to each planetary shaft 31. The planetary reducer A further includes a cylindrical portion 6 fitted to the outside of the internal gear 4 and configured to rotate synchronously with the internal gear 4 and move in the axial direction relative to the internal gear 4, a sleeve portion 7 fitted to the outside of the cylindrical portion 6 and configured to rotate synchronously with the cylindrical portion 6 and move in the axial direction relative to the cylindrical portion 6, an elastic portion 8 installed between the cylindrical portion 6 and the sleeve portion 7, a first friction ring 60 attached to the cylindrical portion 6 and configured to rotate synchronously with the cylindrical portion 6 and move in the axial direction relative to the cylindrical portion 6, a second friction ring 61 attached to the planetary carrier 5 and configured to rotate synchronously with the planetary carrier 5 and move in the axial direction relative to the planetary carrier 5, and a second friction ring 62 attached to the planetary carrier 5 and configured to rotate synchronously with the planetary carrier 5 and move in the axial direction relative to the planetary carrier 5. The friction ring includes a second friction ring 50 configured to move axially relative to the rear 5, a third friction ring 70 attached to the sleeve portion 7, rotated synchronously with the sleeve portion 7, and configured to move axially relative to the sleeve portion 7, a fourth friction ring 10 attached to the housing 1 and configured to move axially relative to the housing 1, and a controller 9 attached to the housing 1 and configured to face the fourth friction ring 10, the first friction ring 60 and the second friction ring 50 are alternately provided between the sleeve portion 7 and the cylindrical portion 6, and configured to be engaged by the action of the elastic portion 8 and to be disengaged by the action of the controller 9, and the third friction ring 70 and the fourth friction ring 10 are alternately provided between the controller 9 and the sleeve portion 7, and configured to be disengaged or engaged by the action of the controller 9.

[0033] The planetary reduction gear A in the embodiment of the present invention has a wide range of application prospects, and can be combined with a driving machine to form a power train, in which the power of the driving machine is input through the sun gear 2 and output through the planet carrier 5 by the planetary reduction gear A. When the power train is installed in various types of vehicles such as electric vehicles and fuel vehicles, it can effectively improve the gear changing experience of the vehicles.

[0034] Hereinafter, a planetary reduction gear A according to an embodiment of the present invention will be described with reference to the drawings.

[0035] FIG. 1 is a diagram showing the structure of a planetary reducer in one embodiment of the present invention. As shown in FIG. 1, the planetary reducer A includes a housing 1, a sun gear 2, a planetary gear 3, an internal gear 4, and a planetary carrier 5. The sun gear 2 is installed in the housing 1 and arranged along a central axis L, the internal gear 4 is fitted to the outside of the sun gear 2, the planetary gear 3 is arranged between the internal gear 4 and the sun gear 2, and connects them by meshing, the number of planetary gears 3 is set according to design needs (such as three, four, or five), the planetary shaft 31 of the planetary gear 3 extends in its axial direction and is fixed to the planetary carrier 5, and the sun gear 2, the planetary gear 3, the internal gear 4, and the planetary carrier 5 form a meshing transmission mechanism. As shown in FIG. 1, the input end 2a of the driver is arranged along the central axis L and fixed to the sun gear 2, and the output end 5a is connected to the planetary carrier 5 and extends along the central axis L, and optionally the input end 2a and the output end 5a can be solid shafts or hollow shaft tubes or other suitable structures.

[0036] As shown in Fig. 1, a cylindrical portion 6 is fitted onto the outside of the internal gear 4, an internal tooth groove is provided on the inner wall of the cylindrical portion 6, and an external tooth groove that mates with the internal tooth groove is provided on the outer wall of the internal gear 4, the internal tooth groove and the external tooth groove are parallel to the central axis L, and are connected by a spline between the cylindrical portion 6 and the internal gear 4. Due to the action of the spline, the cylindrical portion 6 rotates synchronously with the internal gear 4, and the cylindrical portion 6 can move parallel to the internal gear 4 in the axial direction. It is easily conceivable that other appropriate structures may be used between the cylindrical portion 6 and the internal gear 4 to form a sliding connection structure that rotates synchronously.

[0037] As shown in FIG. 1, the inner wall of the cylindrical portion 6 is also provided with a limit flange 601, which is located at one end of the internal tooth groove and limits the translation range of the cylindrical portion 6 relative to the internal gear 4. Alternatively, the limit flange 601 and the cylindrical portion 6 are integrally molded, and the limit flange 601 is formed by extending radially from the inner wall of the cylindrical portion 6 to the rear side. As shown in FIG. 1, the inner wall of the cylindrical portion 6 is also provided with a reset portion 602, which is located at the other end of the internal tooth groove and returns the cylindrical portion 6 to an appropriate position after it has moved relative to the internal gear 4. As an option, the reset portion 602 includes a fourth limit ring 614 disposed on the inner wall of the cylindrical portion 6 and a reset elastic portion connected between the fourth limit ring 614 and the internal gear 4. The fourth limit ring 614 and the cylindrical portion 6 may be integrally molded, or may be fixed to the inner wall of the cylindrical portion 6 by a connection method such as welding, bolts, knock pins, etc. The reset elastic portion may be a coil spring, a spring washer, or other suitable structure. Also, in order to limit the relative translational movement range of the barrel portion 6 and the internal gear 4, the limit flange 601 and the reset portion 602 may be replaced by other appropriate structures.

[0038] As shown in FIG. 1, the tubular portion 6 is provided with a first limit ring 611, which is located on the left side of the sleeve portion 7. Alternatively, the first limit ring 611 is formed by folding back the left end of the tubular portion 6 outward. Alternatively, the first limit ring 611 is fixed to the left end of the tubular portion 6 by welding, bolts, knock pins, etc. As shown in FIG. 1, the tubular portion 6 is also provided with a second limit ring 612, which is located on the right side of the sleeve portion 7. Alternatively, the second limit ring 612 and the tubular portion 6 are integrally formed, and the second limit ring 612 is formed by extending radially outward from the outer wall of the tubular portion 6. Alternatively, the second limit ring 612 is fixed to the tubular portion 6 by welding, bolts, knock pins, etc. As shown in FIG. 1, the first friction ring 60 is fitted on the outside of the second limit ring 612, the inner wall of the first friction ring 60 is provided with an internal tooth groove, the outer wall of the second limit ring 612 is provided with an external tooth groove to be combined therewith, the internal tooth groove and the external tooth groove are parallel to the central axis L, and the first friction ring 60 and the second limit ring 612 are connected by a spline. Due to the action of the spline, the first friction ring 60 rotates synchronously with the second limit ring 612, and the first friction ring 60 can move axially in parallel with the second limit ring 612. As shown in FIG. 1, the third limit ring 613 is provided on the right side of the second limit ring 612. As an option, the third limit ring 613 and the second limit ring 612 are integrally formed. Instead, the third limit ring 613 is fixed to the right side of the second limit ring 612 by welding, bolts, knock pins, etc. The outer diameter of the third limit ring 613 is larger than the outer diameter of the second limit ring 612, so that the third limit ring 613 directly contacts the first friction ring 60 and limits its translational range.

[0039] It is easily understood that in some embodiments of the present invention, the second limit ring 612 of the tubular portion 6 is omitted, and accordingly, the first friction ring 60 is directly fitted onto the tubular portion 6 and connected therebetween by a spline, and the third limit ring 613 is installed on the right side of the first friction ring 60 to limit its translation range. As an option, the third limit ring 613 and the tubular portion 6 are integrally molded, and the third limit ring 613 is formed by folding back the right side of the tubular portion 6. Alternatively, the third limit ring 613 is fixed to the right end of the tubular portion 6 by welding, bolts, knock pins, etc.

[0040] As shown in FIG. 1, the sleeve portion 7 is fitted to the outside of the cylindrical portion 6, and the sleeve portion 7 is located between a first limit ring 611 and a third limit ring 613. An internal tooth groove is provided on the inner wall of the sleeve portion 7, and an external tooth groove that mates with the internal tooth groove is provided on the outer wall of the cylindrical portion 6, the internal tooth groove and the external tooth groove are parallel to the central axis L, and the cylindrical portion 6 and the sleeve portion 7 are connected by a spline. Due to the action of the spline, the sleeve portion 7 rotates synchronously with the cylindrical portion 6, and the sleeve portion 7 can move in parallel in the axial direction relative to the cylindrical portion 6. It is also easily conceivable that other appropriate structures may be used between the sleeve portion 7 and the cylindrical portion 6 to form a sliding connection structure that rotates synchronously.

[0041] As shown in FIG. 1, a first pressing portion 71 is provided on the right side of the sleeve portion 7. Alternatively, the first pressing portion 71 and the sleeve portion 7 are integrally molded, and the first pressing portion 71 is formed by extending the right end of the sleeve portion 7 along the central axis L and folding it back outward. Alternatively, the first pressing portion 71 is fixed to the right end of the sleeve portion 7 by welding, a bolt, a knock pin, or the like. The first pressing portion 71 faces the third limit ring 613 and directly contacts the first friction ring 60. As shown in FIG. 1, a second pressing portion 72 is provided on the left side of the sleeve portion 7. Alternatively, the second pressing portion 72 and the sleeve portion 7 are integrally molded, and the second pressing portion 72 is formed by extending the left end of the sleeve portion 7 along the central axis L and folding it back outward. Alternatively, the second pressing portion 72 is fixed to the left end of the sleeve portion 7 by welding, a bolt, a knock pin, or the like. As shown in FIG. 1, the second pressing portion 72 faces the first limit ring 611. As shown in FIG. 1, the third friction ring 70 is fitted on the outer wall of the sleeve portion 7. The outer wall of the sleeve portion 7 is provided with an external tooth groove, and the inner wall of the third friction ring 70 is provided with an internal tooth groove that is mated with the external tooth groove, the internal tooth groove and the external tooth groove are parallel to the central axis L, and the third friction ring 70 and the sleeve portion 7 are connected by a spline. Due to the action of the spline, the third friction ring 70 rotates synchronously with the sleeve portion 7, and the third friction ring 70 can move in parallel in the axial direction relative to the sleeve portion 7. It is easily conceivable that other suitable structures may be used between the third friction ring 70 and the sleeve portion 7 to form a synchronously rotating sliding connection structure. As shown in FIG. 1, the third friction ring 70 is located on the left side of the sleeve portion 7 and is installed adjacent to the second pressing portion 72, and the third friction ring 70 directly contacts the second pressing portion 72.

[0042] As shown in FIG. 1, the elastic part 8 is connected between the cylindrical part 6 and the sleeve part 7. Alternatively, one end of the elastic part 8 is connected to the first limit ring 611, and the other end is connected to the sleeve part 7. The elastic part 8 has a pretension force, and in a natural state, the elastic part 8 pushes the sleeve part 7 to the right side of the cylindrical part 6. It is also easily understood that one end of the elastic part 8 is connected to the second limit ring 612, and the other end is connected to the sleeve part 7. The elastic part 8 has a pretension force, and in a natural state, the elastic part 8 pulls the sleeve part 7 to the right side of the cylindrical part 6. As shown in FIG. 1, the elastic part 8 includes a plurality of coil springs uniformly distributed in the circumferential direction of the cylindrical part 6. Alternatively, the elastic part 8 includes a disc spring that is fitted to the outside of the cylindrical part 6. It is also easily conceivable that the elastic part 8 may be a spring washer or other suitable structure.

[0043] In order to easily adjust the pretension force of the elastic part 8, a pretension adjustment part may be provided at the end of the elastic part 8 (the dimensions of the pretension adjustment part are not shown in FIG. 1 so that the overall structure of the reducer can be easily understood). The pretension adjustment part includes an adjustment ring fitted onto the cylindrical part 6, and the adjustment ring and the first limit ring 611 are connected by an adjustment screw. One end of the elastic part 8 is connected to the adjustment ring and the other end is connected to the sleeve part 7. The adjustment screw is turned to adjust the distance between the adjustment ring and the first limit ring 611, thereby changing the pretension force of the elastic part 8. When the elastic part 8 is a coil spring, the coil spring is uniformly distributed on the adjustment ring. The pretension adjustment part may also have other suitable structures.

[0044] As shown in FIG. 1, the planet carrier 5 includes a planet disk 51 and a planet ring 52. Here, the planet carrier 5 is fixed to the planet shaft 31 via the planet disk 51. The planet shaft 31 is fixed to the planet disk 51 by welding, bolt connection, etc. Alternatively, the planet shaft 31 and the planet disk 51 are integrally molded. The planet carrier 5 is fixed to the output shaft 5a via the planet disk 51. The output shaft 5a is fixed to the planet disk 51 by spline, flange, welding, bolt connection, etc. Alternatively, the output shaft 5a and the planet disk 51 are integrally molded. As shown in FIG. 1, the planet ring 52 is fitted to the outer edge of the planet disk 51. As an option, the planet ring 52 and the planet disk 51 are integrally molded, and the planet ring 52 is formed by folding back the outer edge of the planet disk 51 by 90 degrees. Alternatively, the planet ring 52 is fixed to the planet disk 51 by welding or other suitable manner. It will be readily appreciated that the planet carrier 5 may also have other suitable structures.

[0045] As shown in FIG. 1, a part of the planetary ring 52 is fitted to the outside of the cylindrical portion 6, and the second friction ring 50 is provided on the inner wall of the planetary ring 52. The inner wall of the planetary ring 52 is provided with an internal tooth groove, and the outer wall of the second friction ring 50 is provided with an external tooth groove that is mated with the internal tooth groove, the internal tooth groove and the external tooth groove are parallel to the central axis L, and the second friction ring 50 and the planetary ring 52 are connected by a spline. Due to the action of the spline, the second friction ring 50 rotates synchronously with the planetary ring 52, and the second friction ring 50 can move in parallel in the axial direction relative to the planetary ring 52. It is easily conceivable that other suitable structures may be used between the second friction ring 50 and the planetary ring 52 to form a sliding connection structure that rotates synchronously. 1, the second friction ring 50 and the first friction ring 60 are alternately arranged to form a clutch k1, and the clutch k1 is located between the first pressing portion 71 of the sleeve portion 7 and the third limit ring 613 of the sleeve portion 6. When the first pressing portion 71 and the third limit ring 613 press the clutch k1, the first pressing portion 71 and the third limit ring 613 are in direct contact with the first friction ring 60, respectively.

[0046] As shown in FIG. 1, the controller 9 is installed in the housing 1. The controller 9 includes a pressure cylinder 91 and a piston 92. Here, the pressure cylinder 91 is installed parallel to the central axis L, the working end of the pressure cylinder 91 faces the second pressing part 72, and the suction port 911 of the pressure cylinder 91 extends to the surface of the housing 1. The piston 92 is slidably assembled in the pressure cylinder 91. The controller 9 may be hydraulically driven or pneumatically driven. As shown in FIG. 1, the fourth friction ring 10 is installed on the inner wall of the housing 1. The inner wall of the housing 1 is provided with an internal tooth groove, and the outer wall of the fourth friction ring 10 is provided with an external tooth groove that is combined with the internal tooth groove, and the internal tooth groove and the external tooth groove are parallel to the central axis L, and the fourth friction ring 10 and the housing 1 are connected by a spline. Due to the action of the spline, the fourth friction ring 10 can only move parallel to the housing 1 in the axial direction. In addition, it is easily conceivable that the fourth friction ring 10 and the housing 1 are slidably connected by other suitable structures. As shown in FIG. 1, the fourth friction ring 10 and the third friction ring 70 are alternately arranged to form a brake k2, and the brake k2 is located between the second pressing portion 72 and the piston 92. When the second pressing portion 72 and the piston 92 press the brake k2, the second pressing portion 72 directly contacts the third friction ring 70, and the piston 92 directly contacts the fourth friction ring 10. In addition, the controller 9 may be an electromagnetic drive, a mechanical drive, or other suitable drive structure, as long as the combination of the controller 9 and the second pressing portion 72 realizes pressing or releasing the brake k2.

[0047] As shown in FIG. 1, the housing 1 is provided with a limit portion 11, and the limit portion 11 is located at the left end of the housing 1. Alternatively, the limit portion 11 and the housing 1 are integrally molded, and the limit portion 11 is formed by folding back the left end of the housing 1 by 90 degrees. Alternatively, the limit portion 11 is fixed to the left end of the housing 1 by welding, bolts, knock pins, etc. As shown in FIG. 1, the limit portion 11 is annular, and the inner diameter of the limit portion 11 is smaller than the outer diameter of the first limit ring 611, and the limit portion 11 faces the first limit ring 611. Also, the inner diameter of the limit portion 11 can be reduced to be equal to or smaller than the outer diameter of the cylindrical portion 6, in which case the limit portion 11 directly faces the left end of the cylindrical portion 6.

[0048] Hereinafter, the operation of the planetary reduction gear A in the embodiment of the present invention will be described in detail with reference to the drawings. FIG. 2 is an analysis diagram of each component force during brake engagement of the planetary reduction gear in one embodiment of the present invention. When the brake k2 is gradually engaged, the planetary reduction gear A progresses from the initial state through a first stage, a second stage, a third stage, a fourth stage, and a fifth stage, which correspond to five sections (0, t1], (t1, t2], (t2, t3], (t3, t4], and (t4, t5], which progress in order from time 0 with respect to time t in FIG. 2.

[0049] FIG. 3 is a diagram showing the structure of the planetary reducer in the initial state in one embodiment of the present invention. As shown in FIG. 3, in the initial state, the controller 9 is not operated, the brake k2 is in the return state, there is no contact pressure between the third friction ring 70 and the fourth friction ring 10, and there is a gap. The elastic part 8 has a pretension force f, and the elastic part 8 presses the sleeve part 7 to the right side of the cylindrical part 6, thereby pressing the clutch k1 by the combination of the first pressing part 71 and the third limit ring 613. The reset part 602 abuts the limit flange 601 of the cylindrical part 6 against the internal gear 4, stabilizing the relative position of the cylindrical part 6 and the internal gear 4. The initial state corresponds to the time t=0 in FIG. 2, and the elasticity of the elastic part F0=f, the pressing force of the clutch k1 F1=f, and the pressing force of the brake k2 F2=0. In this initial state, the clutch k1 is fully engaged, the brake k2 is fully disengaged, the planetary carrier 5 and the internal gear 4 are connected to each other, and the speed ratio of the planetary reducer A is 1. This speed ratio is applied to the medium and high speed driving stages of the vehicle.

[0050] Once a vehicle has started, it will keep running at medium to high speeds for a long time, and when the planetary reduction gear A according to the embodiment of the present invention is applied to a vehicle, it will keep operating in the initial state for a long time. Since the controller 9 does not operate in the initial state, there is no need to supply hydraulic pressure to the controller 9. Therefore, the wear on the controller 9 in the embodiment of the present invention is small, and there is an excellent energy saving effect. It should be emphasized that in the initial state, the pretension force of the elastic part 8 is adjusted by the pretension adjustment part, and the pressing force F1 of the clutch k1 is changed, so that the planetary reduction gear A can meet the pressing force requirements of various machines such as vehicles, ships, and aircraft.

[0051] To switch the working state of the planetary reducer A, it is only necessary to operate the controller 9. Figure 4 is a diagram showing the structure of the planetary reducer in one embodiment of the present invention at the first stage. As shown in Figure 4, when the controller 9 is operated, the hydraulic oil enters the pressure cylinder 91 from the suction port 911, the hydraulic oil pushes the piston 92 to slide toward the second pressing part 72, the piston 92 directly contacts the fourth friction ring 10 and pushes it to the left, so that the gap between the third friction ring 70 and the fourth friction ring 10 becomes smaller, and the alternating third friction ring 70 and the fourth friction ring 10 gradually come into close contact with each other and are sandwiched by the piston 92 and the second pressing part 72. The first stage corresponds to the (0, t1] section of FIG. 2, where the elastic force of the elastic part is F0=f, the pressing force of the clutch k1 is F1=f, and the pressing force of the brake k2 is F2=0. In the case of t=t1, as shown in FIG. 4, the third friction ring 70 and the fourth friction ring 10 are simply in contact with each other, and no pressing force is applied to the brake k2.

[0052] After the third friction ring 70 and the fourth friction ring 10 come into contact, the planetary reducer A enters the second stage by injecting hydraulic oil. FIG. 5 is a diagram showing the structure of the planetary reducer in the second and third stages in one embodiment of the present invention. As shown in FIG. 5, when the piston 92 moves to the left, it pushes the brake k2, the sleeve portion 7, the cylindrical portion 6, and the clutch k1 to move to the left until the first limit ring 611 of the cylindrical portion 6 comes into contact with the limit portion 11, and the reset elastic portion is deformed during this process. The second stage corresponds to the (t1, t2] section of t in FIG. 2 (not shown in FIG. 2 because the effect of the deformation acting force of the reset elastic portion on the clutch k1 and the brake k2 can be ignored compared to the pretension force of the elastic portion 8), and the elastic force of the elastic portion F0=f, the pressing force of the clutch k1=f, and the pressing force of the brake k2=0. When t=t2, the first limit ring 611 comes into contact with the limit portion 11 as shown in FIG. 5.

[0053] As the hydraulic pressure of the pressure cylinder 91 gradually increases, the third friction ring 70 and the fourth friction ring 10 are pressed by the piston 92 and the second pressing part 72, and the pressing force F2 of the brake k2 gradually increases. A force analysis of the sleeve part 7 is performed, and F0=F1+F2 (the acting force of the pretension adjustment part is ignored). The acting force of the piston 92 is transmitted to the first pressing part 71 via the sleeve part 7, so that the pressing force of the first pressing part 71 against the first friction ring 60 and the second friction ring 50 becomes smaller, and the pressing force F1 of the clutch k1 decreases. In this case, the planetary reducer A enters the third stage. In this process, the increase in the pressing force F2 of the brake k2 becomes equal to the decrease in the pressing force F1 of the clutch k1, that is, when the engagement of the brake k2 is realized, the clutch k1 returns to its original position synchronously. The third stage corresponds to the (t2, t3] section of FIG. 2, where the elasticity F0 of the elastic part 8 is set to f, the pressing force F1 of the clutch k1 decreases from f to 0, and the pressing force F2 of the brake k2 increases from 0 to f. During this process, the pressing forces of only the clutch k1 and the brake k2 change, the elastic part 8 does not change, and the positions of the cylindrical part 6, the sleeve part 7, the clutch k1, and the brake k2 do not change. When t=t3, the first friction ring 60 and the second friction ring 50 are in contact with each other at zero pressure, as shown in FIG. 5.

[0054] When the pressure of the pressure cylinder 91 increases and the pressing force from the piston 92 to the brake k2 becomes greater than the pretension force of the elastic portion 8, the planetary reducer A enters the fourth stage. Fig. 6 is a diagram showing the structure of a planetary reducer according to an embodiment of the present invention in the fourth and fifth stages. As shown in Fig. 6, the action of the piston 92 causes the brake k2 to move in parallel to the left together with the sleeve portion 7, compressing the elastic portion 8 until the second pressing portion 72 of the sleeve portion 7 and the first limit ring 611 of the cylindrical portion 6 come into contact with each other. The fourth stage corresponds to the (t3, t4] section of t in FIG. 2, where the elasticity of the elastic part 8 rises from f to f+Δf1, the pressing force F1 of the clutch k1 is maintained at 0, and the pressing force F2 of the brake k2 rises from f to f+Δf1. When t=t3, as shown in FIG. 6, the first friction ring 60 and the second friction ring 50 go from a state of contact at zero pressure to a state of complete disengagement (a gap is generated between the first friction ring 60 and the second friction ring 50), the clutch k1 is completely disengaged, and the brake k2 is completely engaged. In this state, the internal gear 4 is braked by the housing 1, and the speed ratio of the planetary reducer A is i. This speed ratio i is applied to operating conditions requiring a large torque output, such as when the vehicle is climbing a slope or starting.

[0055] To increase the pressing force of the brake k2 for use in various machines such as vehicles, ships, and aircraft, the hydraulic pressure can be increased. Then, the planetary reducer A enters the fifth stage. The fifth stage corresponds to the (t4, t5) section of t in FIG. 2, where the pressing force F2 of the brake k2 increases from f+Δf1 to f+Δf1+Δf2, and the dimensions of the elastic part 8 do not change, and the elasticity does not change. As shown in FIG. 6, when the acting force of the piston 92 is transmitted to the housing 1 by the second pressing part 72, the first limit ring 611, and the limit part 11, a large axial force on the internal gear 4 is avoided, and the stability of the planetary reducer A is ensured.

[0056] When the speed ratio of the planetary reducer A is returned from i to 1, it is only necessary to gradually reduce the hydraulic pressure of the pressure cylinder 91 and move the piston 92 to the right (reverse direction). FIG. 7 is an analysis diagram of each component force during clutch engagement of the planetary reducer in one embodiment of the present invention. As shown in FIG. 7, when the clutch k1 is engaged, the planetary reducer A transitions from the fifth stage to the first stage and returns to the initial state. In this case, the fifth stage corresponds to the (0, t1) section of t, the fourth stage corresponds to the [t1, t2) section of t, the third stage corresponds to the [t2, t3) section of t, the second stage corresponds to the [t3, t4) section of t, and the first stage corresponds to the [t4, t5) section of t, and when t reaches t5, the planetary reducer A returns to the initial state. It is easily understood that the motion and load conditions of each component in each of the above sections are opposite to those when the brake k2 is engaged, and therefore the explanation is omitted here.

[0057] From the above, in an embodiment of the present invention, when switching the speed ratio of the planetary reduction gear A, the actuator called the controller 9 is adjusted to realize the linked adjustment of the clutch k1 and the brake k2. Therefore, the planetary reduction gear A has a simple structure and is easy to operate, and the power can be transferred without interruption even when the speed ratio is switched, thereby realizing smooth running of the vehicle.

[0058] Up to now, the technical solution of the present invention has been described with reference to the preferred embodiments shown in the drawings, but it is obvious that those skilled in the art can easily understand that the protection scope of the present invention is not limited to these specific embodiments. Those skilled in the art can make equivalent modifications or replacements to the relevant technical features under the premise that they do not deviate from the principles of the present invention, and all such modified or replaced technical solutions are included in the protection scope of the present invention. [Explanation of symbols]

[0059] A planetary reducer; 1. Housing 10 Fourth Friction Ring 11 Limit section 2. Sun Gear 2a input terminal 3 Planetary Gears 31 Planetary shaft 4 Internal gear 5 Planet carrier 50 Second Friction Ring 51 Planetary disc 52 Planetary Ring 5a Output terminal 6 Cylinder part 60 First Friction Ring 601 Limit flange 602 Reset section 611 First Limit Ring 612 Second Limit Ring 613 3rd Limit Ring 614 4th Limit Ring 7 Sleeve section 70 Third Friction Ring 71 First pressing part 72 Second pressing part 8 Elastic part 9. Controller 91 Pressure Cylinder 92 Piston 911 Intake k1 clutch k2 brake L center axis.

Claims

1. Housing and a sun gear disposed within the housing; an internal gear fitted to the outside of the sun gear; a plurality of planetary gears each fitted onto a planetary shaft and simultaneously meshing with the sun gear and the internal gear; A planetary reduction gear including a planetary carrier fixed to each of the planetary shafts, moreover, a cylindrical portion that is fitted to the outside of the internal gear, rotates synchronously with the internal gear, and moves in an axial direction relative to the internal gear; a sleeve portion that is fitted to the outside of the cylindrical portion, rotates synchronously with the cylindrical portion, and moves in an axial direction relative to the cylindrical portion; an elastic portion disposed between the cylindrical portion and the sleeve portion; a first friction ring attached to the tubular portion and configured to rotate synchronously with the tubular portion and move axially relative to the tubular portion; a second friction ring attached to the planet carrier and configured for synchronous rotation therewith and axial movement relative to the planet carrier; a third friction ring attached to the sleeve portion and configured for synchronous rotation with the sleeve portion and for axial movement relative to the sleeve portion; a fourth friction ring attached to the housing and configured for axial movement relative to the housing; a controller attached to the housing and configured to face the fourth friction ring; the first friction ring and the second friction ring are alternately provided between the sleeve portion and the cylindrical portion, and are configured to be engaged by the action of the elastic portion and to be disengaged by the action of the controller; The third friction ring and the fourth friction ring are alternately provided between the controller and the sleeve portion, and are configured to be disengaged or engaged by the action of the controller.

2. The planetary reducer further comprises: an input end connected to the sun gear; 2. The planetary reducer according to claim 1, further comprising an output terminal connected to the planet carrier.

3. 2. The planetary reducer according to claim 1, wherein a first limit ring is provided on the cylindrical portion, the elastic portion has a pretension force, and one end of the elastic portion is connected to the first limit ring and the other end is connected to the sleeve portion.

4. 2. The planetary reducer according to claim 1, wherein a second limit ring is provided on the cylindrical portion, the elastic portion has a pretension force, and one end of the elastic portion is connected to the second limit ring and the other end is connected to the sleeve portion.

5. 5. The planetary reduction gear according to claim 1, wherein a limit portion is provided on the housing, the limit portion facing a left end of the cylindrical portion.

6. 5. The planetary reducer according to claim 1, wherein the cylindrical portion and the internal gear are connected by a spline.

7. 7. The planetary reduction gear according to claim 6, wherein the cylindrical portion is provided with a limit flange that is fitted with the internal gear.

8. 8. The planetary reducer according to claim 7, further comprising a reset portion provided between the cylindrical portion and the internal gear.

9. 5. The planetary reduction gear according to claim 1, wherein the elastic portion includes a plurality of springs arranged in a circumferential direction of the cylindrical portion.

10. 10. The planetary reducer according to claim 9, wherein a pretension adjustment portion is provided at an end of the elastic portion.

11. 5. The planetary reducer according to claim 1, wherein the elastic portion includes a disc spring fitted onto the cylindrical portion.

12. 5. The planetary reducer according to claim 1, wherein the cylindrical portion is provided with a third limit ring that comes into contact with the first friction ring.

13. 13. The planetary reducer according to claim 12, wherein the sleeve portion has a first pressing portion, the first pressing portion faces the third limit ring and contacts the first friction ring, and the alternating first friction ring and the second friction ring are disposed between the first pressing portion and the third limit ring.

14. 5. The planetary reducer according to claim 1, wherein the sleeve portion and the cylindrical portion are connected by a spline.

15. The planetary reducer according to any one of claims 1 to 4, characterized in that the sleeve portion has a second pressing portion, the second pressing portion faces the controller and contacts the third friction ring, and the third friction ring and the fourth friction ring, which are alternately arranged, are disposed between the second pressing portion and the controller.

16. The controller: a pressure cylinder having an operating end facing the second pressing portion and an intake port extending to a surface of the housing; 16. The planetary speed reducer of claim 15, further comprising a piston slidably mounted within said pressure cylinder and in contact with said fourth friction ring.

17. 5. The planetary reducer according to claim 1, wherein the first friction ring and the cylindrical portion are connected by splines, the second friction ring and the planet carrier are connected by splines, the third friction ring and the sleeve portion are connected by splines, and the fourth friction ring and the housing are connected by splines.

18. A driving machine to which power is input from the sun gear; A power train comprising the planetary reduction gear according to any one of claims 1 to 17.

19. The car body and A vehicle comprising: a power train assembled to the vehicle body according to claim 18.

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