Planetary reducer, 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 reducers, and more particularly to planetary speed reducers, powertrains and vehicles. [Background technology]

[0002] A planetary reducer includes a sun gear, planet carrier, and internal gear, and is based on the basic principle of planetary gears. 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. However, when any one part is braked, a difference in rotational speed occurs between the other two parts, and the reducer performs variable speed transmission with a speed ratio of i. Variable speed transmission is achieved by combining a clutch and a brake. With existing technology, the clutch and brake are controlled relatively independently, requiring two oil paths and two actuators to control the clutch and brake respectively, which makes the oil path design and control structure of conventional planetary reducers complex.

[0003] Furthermore, when switching the transmission state of the reducer, precise coordination between 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 control precision requirements. Summary of the Invention

[0005] In order to solve the technical problems of conventional planetary reducers, such as the complex structural design and the high demand for control accuracy, the present invention proposes a planetary reducer, which includes a housing, a sun gear disposed within the housing, an internal gear fitted to the outside of the sun gear, a plurality of planet gears fitted to planet shafts and simultaneously meshing with the sun gear and the internal gear, and a planet carrier fixed to each of the planet shafts, the planetary reducer further includes a cylindrical portion fitted to the outside of the internal gear and configured to rotate synchronously with the internal gear and move axially relative to the internal gear, a sleeve portion fitted to the outside of the cylindrical portion and configured to rotate synchronously with the cylindrical portion and move axially relative to the cylindrical portion, an elastic portion installed between the cylindrical portion and the sleeve portion, a first friction ring attached to the cylindrical portion and configured to rotate synchronously with the cylindrical portion and move axially relative to the cylindrical portion, and a planet carrier attached to the planet carrier and rotate synchronously with the planet carrier and move axially relative to the planet 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 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, and 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 pretensioning force, and when the controller is not operating, the pretensioning force causes the cylindrical part and the sleeve part to tightly contact the first friction ring and the second friction ring, while there is no contact pressure between the third friction ring and the fourth friction ring. Therefore, when the controller is not operating, the brake remains disengaged, the clutch remains engaged, 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 activated, and the combination of the controller and the sleeve portion presses the third and fourth friction rings. During pressing, the controller's operating force is transmitted to the sleeve portion and the cylindrical portion, causing the cylindrical portion to translate relative to the internal gear, and the pressing force of the sleeve portion against the first and second friction rings decreases. As the controller's operating force increases, the pressing force between the third and fourth friction rings increases, while the pressing force between the first and second friction rings decreases. During this process, the clutch and brake change synchronously, and each part maintains contact. When the controller's operating force is greater than the pretension force of the elastic portion, the third and fourth friction rings are fully pressed, and at the same time, the sleeve portion translates relative to the cylindrical portion due to this operating force, completely disengaging the first and second friction rings. In this case, the brake is fully engaged, the clutch is fully disengaged, and the planetary reducer operates 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 due to the reverse motion of the controller.

[0009] Therefore, compared to conventional reducers, the planetary reducer of the present invention achieves the linked adjustment of the two mechanisms of the brake and clutch using only an actuator called a controller, thereby effectively simplifying the control structure of the reducer. Notably, during the adjustment process, the clutch (or brake) engages while the brake (or clutch) disengages synchronously, and the increase in clutch (or brake) pressure and the decrease in brake (or clutch) pressure are the same, and both are adaptively adjusted by the pretension force of the elastic part, which effectively simplifies the control logic, lowers the precision requirements for linked control of the brake and clutch, and makes the reducer easier to control. When the planetary reducer of the present invention is used in a vehicle, the brake and 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 that 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 planetary reducer, the cylindrical part is provided with a first limit ring, the elastic part has a pretensioning force, one end of the first limit ring is connected to the first limit ring, and the other end is connected to the sleeve part, such that the elastic part uses a pretensioning force to press the sleeve part against the right side of the cylindrical part, causing the first friction ring and the second friction ring to tightly engage with each other.

[0012] In a preferred technical solution of the planetary reducer, the cylindrical part is provided with a second limit ring, the elastic part has a pretensioning 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 the pretensioning force of the elastic part pulling the sleeve part to the right side of the cylindrical part, causing the first friction ring and the second friction ring to tightly engage 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 engaged and the clutch is disengaged, and the controller remains activated in this state. To ensure reliable engagement of the brake, the acting force of the controller is greater than the pretensioning force of the elastic portion, and this acting force is transmitted to the cylindrical portion by the elastic portion, causing the cylindrical portion to bear a large axial force. With this 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 bears the axial force of the cylindrical portion, effectively improving the stability of the mechanism.

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

[0015] In a preferred technical solution of the planetary reducer, the cylindrical part is provided with a limit flange that is fitted with the internal gear, and with such an arrangement, the limit flange limits the translational movement range of the cylindrical part, ensuring horizontal sliding within an appropriate range.

[0016] In a preferred technical solution of the planetary reducer, a reset unit is provided between the cylindrical portion and the internal gear. When the controller is activated, the cylindrical portion moves parallel to the left, and when the controller is deactivated, the cylindrical portion is able to move parallel. This arrangement allows the reset unit to return the cylindrical portion to an appropriate position and stably rotate it, effectively reducing axial rattle of the cylindrical portion and improving the operational stability of the reducer.

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

[0018] In a preferred technical solution of the planetary reducer, a pretension adjusting part is provided at the end of the elastic part, which allows the pretension adjusting part to easily adjust the pretension force of the elastic part, thereby satisfying the design requirements.

[0019] In a preferred technical solution of the planetary reducer, the elastic part includes a disc spring fitted onto the cylindrical part, which simplifies the structure of the disc spring.

[0020] In a preferred technical solution of the planetary reducer, the cylindrical portion is provided with a third limit ring that contacts the first friction ring. With this arrangement, the third limit ring limits the translational movement range of the first friction ring. When clutch engagement is required, the third limit ring presses the first and second friction rings together with the sleeve portion. In this process, one end of the elastic portion acts on the cylindrical portion, and the other end of the elastic portion acts on the third limit ring via the sleeve portion, thereby also acting on the cylindrical portion. This preferred technical solution ensures that the pretensioning force of the elastic portion acts only within the cylindrical portion, 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, which faces the third limit ring and contacts the first friction ring, and the alternating first and second friction rings 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 rotational speed between them. With this 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, thereby improving the reliability of the sleeve portion.

[0022] In a preferred technical solution of the planetary reducer, the sleeve portion and the cylindrical portion are connected by a spline, and with this arrangement, the sleeve portion rotates synchronously with the cylindrical portion while moving horizontally relative to the internal gear along the spline, which 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 rotational speed between them. With this arrangement, when the sleeve portion tightly engages the third friction ring and the fourth friction ring via 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 above planetary reducer, the controller includes a pressure cylinder with an operating end facing the second pressing portion and an intake port extending to the surface of the housing, and a piston slidably assembled within the pressure cylinder and in contact with the fourth friction ring. This preferred technical solution proposes a hydraulic or pneumatic actuator for controlling the interlocking of the clutch and brake through the reciprocating motion of the piston within the pressure cylinder. For example, during brake engagement or clutch disengagement, the piston slides toward the second pressing portion, tightly engaging the third and fourth friction rings. With this arrangement, the piston contacts the fourth friction ring, creating a relative stationary state between them. Since there is no relative friction between the piston and the fourth friction ring, the piston operates more stably.

[0025] In a preferred technical solution of the above planetary reducer, the first friction ring and the cylindrical portion 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 portion 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 explanation 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 reducer according to an embodiment of the present invention. [Figure 2] FIG. 2 is a diagram illustrating the force analysis of each component during brake engagement of a planetary reducer according to an embodiment of the present invention. [Figure 3] FIG. 3 is a diagram showing the structure of a planetary reducer in an embodiment of the present invention in an initial state. [Figure 4] FIG. 4 is a diagram showing the structure of a planetary reducer in one embodiment of the present invention at the first stage. [Figure 5] FIG. 5 is a diagram showing the structure of a planetary reducer in one embodiment of the present invention in the second and third stages. [Figure 6] FIG. 6 is a diagram showing the structure of the planetary reducer in the fourth and fifth stages in one embodiment of the present invention. [Figure 7] FIG. 7 is a diagram illustrating the force analysis of each component during clutch engagement of a planetary speed reducer according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[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 noted that in the description of the present invention, terms indicating directions or positional relationships, such as "left," "right," "inside," and "outside," are based on the directions or positional relationships shown in the drawings, and do not indicate or suggest that the device or component has a particular orientation or is configured and operated in a particular orientation. These terms are used merely for convenience of description and should not be understood as limiting the present invention. Furthermore, 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 in the description of the present invention, unless otherwise expressly specified or limited, the terms "assembly," "arrangement," "installation," and "connection" should be understood in a broad sense, and may refer to, for example, a fixed connection, a detachable connection, or an integral connection, and may also refer to a direct connection, an indirect connection via an intermediate medium, or an internal communication between two components. The specific meanings of the above terms in the present invention can be understood by those skilled in the art depending on the circumstances.

[0032] The embodiment of the present invention proposes a planetary reducer A to solve the technical problems of the conventional planetary reducer, which has a complicated structural 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 onto the outside of the sun gear 2, a plurality of planetary gears 3 each fitted onto a planetary shaft 31 and simultaneously meshing and connected to the sun gear 2 and the internal gear 4, and a planet carrier 5 fixed to each planet shaft 31. The planetary reducer A further includes a cylindrical portion 6 fitted onto the outside of the internal gear 4, 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 onto the outside of the cylindrical portion 6, 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, 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, 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) and configured to rotate synchronously with the sleeve portion (7) and 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), wherein the first friction ring (60) and the second friction ring (50) are alternately arranged between the sleeve portion (7) and the cylindrical portion (6) and configured to be engaged by the action of the elastic portion (8) and disengaged by the action of the controller (9), and the third friction ring (70) and the fourth friction ring (10) are alternately arranged 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 reducer A in the embodiment of the present invention has a wide range of application prospects, and when combined with a driving machine, it forms 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 reducer A. When this power train is installed in various types of vehicles such as electric vehicles and fuel-powered vehicles, it can effectively improve the gear change experience of the vehicle.

[0034] Hereinafter, a planetary reducer 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 according to one embodiment of the present invention. As shown in FIG. 1, the planetary reducer A includes a housing 1, a sun gear 2, planet gears 3, an internal gear 4, and a planet 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 planet gears 3 are arranged between the internal gear 4 and the sun gear 2 and mesh with each other. The number of planet gears 3 can be set according to design needs (e.g., three, four, or five). The planet gears 31 of the planet gears 3 extend axially and are fixed to the planet carrier 5. The sun gear 2, planet gears 3, internal gear 4, and planet 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. The output end 5a is connected to the planet carrier 5 and extends along the central axis L. Optionally, the input end 2a and the output end 5a may be solid shafts, hollow shafts, or other suitable structures.

[0036] As shown in Figure 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 axial direction relative to the internal gear 4. 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 , a limit flange 601 is also provided on the inner wall of the cylindrical portion 6. The limit flange 601 is located at one end of the internal tooth groove and limits the range of translational movement of the cylindrical portion 6 relative to the internal gear 4. Alternatively, the limit flange 601 and the cylindrical portion 6 may be integrally molded, and the limit flange 601 may extend radially from the inner wall of the cylindrical portion 6 toward the rear. As shown in FIG. 1 , a reset portion 602 is also provided on the inner wall of the cylindrical portion 6. The reset portion 602 is located at the other end of the internal tooth groove and returns the cylindrical portion 6 to an appropriate position after movement relative to the internal gear 4. Alternatively, the reset portion 602 may include 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, or knock pins. The reset elastic portion may be a coil spring, a spring washer, or any other appropriate structure. Furthermore, in order to limit the range of relative translational movement of the cylindrical 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 cylindrical portion 6 is provided with a first limit ring 611, which is located on the left side of the sleeve portion 7. Optionally, the first limit ring 611 is formed by folding back the left end of the cylindrical portion 6 outward. Alternatively, the first limit ring 611 is fixed to the left end of the cylindrical portion 6 by welding, bolts, knock pins, etc. As shown in FIG. 1 , the cylindrical portion 6 is also provided with a second limit ring 612, which is located on the right side of the sleeve portion 7. Optionally, the second limit ring 612 and the cylindrical portion 6 are integrally formed, and the second limit ring 612 is formed by extending radially outward from the outer wall of the cylindrical portion 6. Alternatively, the second limit ring 612 is fixed to the cylindrical portion 6 by welding, bolts, knock pins, etc. As shown in FIG. 1 , the first friction ring 60 is fitted to the outside of the second limit ring 612. The inner wall of the first friction ring 60 is provided with internal tooth grooves, and the outer wall of the second limit ring 612 is provided with mating external tooth grooves. The internal tooth grooves and the external tooth grooves 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 can move axially in parallel with the second limit ring 612. As shown in FIG. 1 , a third limit ring 613 is provided to the right of the second limit ring 612. Alternatively, the third limit ring 613 and the second limit ring 612 can be 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, and the third limit ring 613 directly contacts the first friction ring 60 and limits its translational range.

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

[0040] As shown in FIG. 1 , a sleeve portion 7 is fitted onto 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 being 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 parallel to 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 may be integrally molded, with the first pressing portion 71 extending from the right end of the sleeve portion 7 along the central axis L and folded back outward. Alternatively, the first pressing portion 71 may be 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 may be integrally molded, with the second pressing portion 72 extending from the left end of the sleeve portion 7 along the central axis L and folded back outward. Alternatively, the second pressing portion 72 may be 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 , a third friction ring 70 is fitted to 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 a mating internal 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 can move axially in parallel 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 , an elastic portion 8 is connected between the cylindrical portion 6 and the sleeve portion 7. Alternatively, one end of the elastic portion 8 may be connected to the first limit ring 611, and the other end may be connected to the sleeve portion 7. The elastic portion 8 has a pretension force, and in a natural state, the elastic portion 8 pushes the sleeve portion 7 to the right side of the cylindrical portion 6. It is also easily understood that one end of the elastic portion 8 may be connected to the second limit ring 612, and the other end may be connected to the sleeve portion 7. The elastic portion 8 has a pretension force, and in a natural state, the elastic portion 8 pulls the sleeve portion 7 to the right side of the cylindrical portion 6. As shown in FIG. 1 , the elastic portion 8 includes a plurality of coil springs uniformly distributed around the cylindrical portion 6. Alternatively, the elastic portion 8 may include a disc spring fitted around the cylindrical portion 6. It is also easily conceivable that the elastic portion 8 may be a spring washer or other suitable structure.

[0043] 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. By turning the adjustment screw, the distance between the adjustment ring and the first limit ring 611 is adjusted to change the pretension force of the elastic part 8. If the elastic part 8 is a coil spring, the coil spring is uniformly distributed on the adjustment ring. Alternatively, the pretension adjustment part may have another appropriate structure.

[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 formed. 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 formed. As shown in FIG. 1, the planet ring 52 is fitted to the outer edge of the planet disk 51. Alternatively, the planet ring 52 and the planet disk 51 are integrally formed, 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 another appropriate method. It will also be readily understood that the planet carrier 5 may have any other suitable structure.

[0045] As shown in FIG. 1 , a portion of the planet ring 52 is fitted to the outside of the cylindrical portion 6, and a second friction ring 50 is provided on the inner wall of the planet ring 52. The inner wall of the planet ring 52 is provided with internal tooth grooves, and the outer wall of the second friction ring 50 is provided with external tooth grooves that mate with the internal tooth grooves, the internal tooth grooves and the external tooth grooves are parallel to the central axis L, and the second friction ring 50 and the planet ring 52 are connected by a spline. Due to the action of the spline, the second friction ring 50 rotates synchronously with the planet ring 52 and can move axially in parallel with the planet ring 52. It is easily conceivable that other appropriate structures may be used between the second friction ring 50 and the planet 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 come into 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. The pressure cylinder 91 is installed parallel to the central axis L, with its working end facing the second pressing unit 72 and its suction port 911 extending to the surface of the housing 1. The piston 92 is slidably mounted within the pressure cylinder 91. The controller 9 may be hydraulically or pneumatically driven. As shown in FIG. 1, a 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 mates with the internal tooth groove. 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 axial direction relative to the housing 1. It is also easily conceivable that the fourth friction ring 10 and the housing 1 may be slidingly connected by another appropriate structure. 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 comes into direct contact with the third friction ring 70, and the piston 92 comes into direct contact with the fourth friction ring 10. The controller 9 may be an electromagnetic drive, a mechanical drive, or any other appropriate drive structure, as long as the combination of the controller 9 and the second pressing portion 72 realizes pressing or releasing of the brake k2.

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

[0048] The operation of the planetary reducer A in an embodiment of the present invention will be described in detail below with reference to the drawings. FIG. 2 is a diagram illustrating the analysis of the forces of each component of the planetary reducer A during brake engagement in one embodiment of the present invention. When the brake k2 is gradually engaged, the planetary reducer 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 the five sections (t0, t1), (t1, t2), (t2, t3), (t3, t4), and (t4, t5) that progress in order from time 0 in FIG. 2.

[0049] FIG. 3 illustrates the initial state of a planetary reducer according to one embodiment of the present invention. As shown in FIG. 3, in the initial state, the controller 9 is not activated, the brake k2 is in its return state, and there is no contact pressure between the third friction ring 70 and the fourth friction ring 10, creating a gap. The elastic portion 8 has a pretensioning force f, which pushes the sleeve portion 7 toward the right side of the cylindrical portion 6, thereby pressing the clutch k1 through the combination of the first pressing portion 71 and the third limit ring 613. The reset portion 602 abuts the limit flange 601 of the cylindrical portion 6 against the internal gear 4, stabilizing the relative positions of the cylindrical portion 6 and the internal gear 4. This initial state corresponds to time t=0 in FIG. 2, where the elastic force F0=f of the elastic portion, the pressing force F1=f of the clutch k1, and the pressing force F2=0 of the brake k2. 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 maintain medium to high speed travel for a long period of time, and when the planetary reducer A according to the embodiment of the present invention is applied to a vehicle, it will maintain operation in this initial state for a long period of time. Because the controller 9 is not operating in the initial state, there is no need to supply hydraulic pressure to the controller 9. This reduces wear on the controller 9 in the embodiment of the present invention, resulting in excellent energy savings. It should be emphasized that in this initial state, by adjusting the pretension force of the elastic part 8 with the pretension adjustment part and changing the pressing force F1 of the clutch k1, the planetary reducer A can meet the pressing force requirements of various machines, such as vehicles, ships, and aircraft.

[0051] To switch the operating state of the planetary reducer A, it is only necessary to operate the controller 9. Figure 4 is a diagram showing the structure of a planetary reducer in one embodiment of the present invention in the first stage. As shown in Figure 4, when the controller 9 is operated, hydraulic oil enters the pressure cylinder 91 from the suction port 911, and 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, thereby reducing the gap between the third friction ring 70 and the fourth friction ring 10. The alternating third friction ring 70 and fourth friction ring 10 gradually come into close contact and are sandwiched between the piston 92 and the second pressing part 72. The first stage corresponds to the section (t) (0, t) in FIG. 2, where the elastic force 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. When 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 as hydraulic oil is injected. Figure 5 shows the structure of a planetary reducer in one embodiment of the present invention during the second and third stages. As shown in Figure 5, when the piston 92 moves leftward, it pushes the brake k2, sleeve portion 7, cylindrical portion 6, and clutch k1 to the left until the first limit ring 611 of the cylindrical portion 6 comes into contact with the limit portion 11, deforming the reset elastic portion during this process. This second stage corresponds to the (t1, t2) interval of Figure 2 (not shown in Figure 2 because the effect of the reset elastic portion's deformation force on the clutch k1 and brake k2 is negligible compared to the pretension force of the elastic portion 8). Let F0 = f for the elastic portion, F1 = f for the pressing force of the clutch k1, and F2 = 0 for the pressing force of the brake k2. At t = t2, the first limit ring 611 comes into contact with the limit portion 11, as shown in Figure 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 member 72, gradually increasing the pressing force F2 of the brake k2. A force analysis of the sleeve member 7 is performed, assuming F0 = F1 + F2 (ignoring the force of the pretensioning member). The force of the piston 92 is transmitted to the first pressing member 71 via the sleeve member 7, reducing the pressing force of the first pressing member 71 on the first friction ring 60 and the second friction ring 50, and reducing the pressing force F1 of the clutch k1. In this case, the planetary reducer A enters the third stage. During this process, the increase in the pressing force F2 of the brake k2 is equal to the decrease in the pressing force F1 of the clutch k1. That is, when the brake k2 is engaged, the clutch k1 synchronously returns to its original position. The third stage corresponds to the interval (t2, t3) of t in FIG. 2, where the elastic force 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, only the pressing forces of the clutch k1 and the brake k2 change, but 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, as shown in FIG. 5, the first friction ring 60 and the second friction ring 50 are in contact with each other at zero pressure.

[0054] As the hydraulic pressure of the pressure cylinder 91 increases, the pressing force from the piston 92 on the brake k2 becomes greater than the pretension force of the elastic portion 8, and the planetary reducer A enters the fourth stage. Figure 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 Figure 6, due to the action of the piston 92, the brake k2 moves 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. The fourth stage corresponds to the (t3, t4) section of FIG. 2, where the elastic force of the elastic part 8 increases 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 increases 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 with zero pressure to a state of complete disengagement (a gap is created 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 set to i. The 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, which is used in various machines such as vehicles, ships, and aircraft, the hydraulic pressure can be increased. This causes the planetary reducer A to enter the fifth stage. This fifth stage corresponds to the (t4, t5) section of t in Figure 2, where the pressing force F2 of the brake k2 increases from f + Δf1 to f + Δf1 + Δf2, while the dimensions of the elastic member 8 do not change and the elastic force does not change. As shown in Figure 6, the acting force of the piston 92 is transmitted to the housing 1 by the second pressing member 72, the first limit ring 611, and the limit member 11, preventing a large axial force from being applied to the internal gear 4 and ensuring the stability of the planetary reducer A.

[0056] To change the speed ratio of planetary reducer A from i to 1, simply reduce the hydraulic pressure of pressure cylinder 91 little by little to move piston 92 to the right (reverse direction). Figure 7 is a component force analysis diagram for a planetary reducer according to an embodiment of the present invention during clutch engagement. As shown in Figure 7, when clutch k1 is engaged, planetary reducer A transitions from the fifth stage to the first stage and returns to its initial state. In this case, the fifth stage corresponds to the (0, t1) interval of t, the fourth stage corresponds to the [t1, t2) interval of t, the third stage corresponds to the [t2, t3) interval of t, the second stage corresponds to the [t3, t4) interval of t, and the first stage corresponds to the [t4, t5) interval of t. When t reaches t5, planetary reducer A returns to its initial state. It is easy to understand that the motion and load conditions of each component within each of the above intervals are opposite to those when brake k2 is engaged, and therefore a detailed description is omitted here.

[0057] From the above, in the embodiment of the present invention, when switching the speed ratio of the planetary reducer A, adjusting the actuator called the controller 9 realizes the linked adjustment of the clutch k1 and the brake k2, so that the planetary reducer A has a simple structure and is easy to operate, and the power can be transferred without interruption even when switching the speed ratio, realizing smooth running of the vehicle.

[0058] Although the technical solution of the present invention has been described above with reference to the preferred embodiments shown in the drawings, it is obvious to those skilled in the art that the scope of protection of the present invention is not limited to these specific embodiments. Those skilled in the art can make equivalent modifications or substitutions to the relevant technical features without departing from the principles of the present invention, and all such modified or substituted technical solutions are included in the scope of protection 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 Third Limit Ring 614 4th Limit Ring 7 Sleeve section 70 Third Friction Ring 71 first pressing portion 72 Second pressing portion 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 reducer including a planet carrier fixed to each of the planet shafts, moreover, a cylindrical portion that is fitted to the outside of the internal gear, rotates synchronously with the internal gear, and moves in the 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 the 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 cylindrical portion and configured to rotate synchronously with the cylindrical portion and move axially relative to the cylindrical portion; a second friction ring attached to the planet carrier and configured to rotate synchronously with the planet carrier and move axially relative to the planet carrier; a third friction ring attached to the sleeve portion and configured to rotate synchronously with the sleeve portion and move axially relative to the sleeve portion; a fourth friction ring attached to the housing and configured to move axially 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 reducer 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 reducer 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 reducer according to claim 1, wherein the elastic portion includes a plurality of springs arranged along the circumferential direction of the cylindrical portion.

10. 10. The planetary reducer according to claim 9, wherein a pretension adjusting 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. 5. The planetary reducer according to claim 1, wherein the sleeve portion has a second pressing portion, the second pressing portion faces the controller and is in contact with the third friction ring, and the alternating third friction ring and the fourth friction ring 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 the surface of the housing; 16. The planetary reducer according to 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 reducer according to any one of claims 1 to 17.

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

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