Speed reducer assembly, speed reducer device and vehicle

Abstract

A speed reducer assembly (100), comprising a speed reducer body (110) and a differential (120) which are connected to each other, wherein the speed reducer body comprises at least a second-stage driven gear (111), and the differential comprises a differential case (121) and a gear assembly located in the differential case, the differential case and the second-stage driven gear being connected by means of welding. Connecting the second-stage driven gear of the speed reducer body to the differential case by means of welding can reduce the use of bolts in the speed reducer assembly, reduce the total weight of the speed reducer assembly, reduce the load of a vehicle, and prolong the range of the vehicle. A speed reducer device (200) arranged in the speed reducer assembly, wherein the speed reducer device comprises a first driven wheel (212) and an intermediate rotating shaft (220), external spline teeth (221) being provided on the periphery of one end of the intermediate rotating shaft, and a spline hole fitting with the external spline teeth being provided in the first driven wheel; the first driven wheel and the intermediate rotating shaft are connected by fitting the external spline teeth with the spline hole; and the external spline teeth are helical teeth. A fitting width between the helical external spline teeth and internal spline teeth can be increased, thereby increasing the fitting tightness between the external spline teeth and the internal spline teeth, and preventing abnormal sound caused by loose fitting between the intermediate rotating shaft and the first driven wheel. Further provided is a vehicle comprising the speed reducer assembly.

Description

Reducer assembly, reducer device and vehicle

[0001] This application claims priority to Chinese patent application number 202410140016.6, filed with the Patent Office of China on January 31, 2024, entitled “A Reducer Assembly and Vehicle,” the entire contents of which are hereby incorporated by reference into this application. This application claims priority to Chinese patent application number 202420243440.9, filed with the Patent Office of China on January 31, 2024, entitled “A Reducer Device and Vehicle,” the entire contents of which are hereby incorporated by reference into this application. Technical Field

[0002] The present invention relates to the technical field of differentials, and in particular to a speed reducer assembly and a vehicle. Background Art

[0003] With the continuous development of society and the economy, cars, as the most common means of transportation, are becoming increasingly prevalent in people's lives. New energy vehicles, powered by electric motors, are low-cost, emit no exhaust, and are environmentally friendly. As people's environmental awareness continues to grow, new energy vehicles are increasingly popular.

[0004] New energy vehicles typically include a motor and a reducer assembly. The reducer assembly includes a reducer body and a differential. The motor is connected to the reducer body, which is then connected to the differential, which is then connected to the axle. This allows the motor's power to be transmitted to the axle through the reducer body and differential, thereby driving the axle. The reducer body includes a secondary driven gear, and the differential includes a differential housing and a drive gear located within the differential housing. The differential housing is connected to the secondary driven gear in the reducer body to achieve the connection between the reducer body and the differential. Currently, the differential housing and the secondary driven gear are typically connected by bolts.

[0005] However, in the above connection method, the bolt connection uses more bolts, which increases the overall total weight of the reducer assembly. Moreover, the bolts occupy a large space, which is not conducive to the overall layout inside the reducer assembly. Summary of the Invention

[0006] In view of this, the present invention provides a reducer assembly and a vehicle, which can effectively reduce the total weight of the reducer assembly and improve the overall structural layout of the reducer assembly.

[0007] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:

[0008] A first aspect of the present application provides a speed reducer assembly, comprising a speed reducer body and a differential connected thereto;

[0009] The speed reducer body includes at least a secondary driven gear, and the differential includes a differential housing and a gear assembly located in the differential housing;

[0010] The differential housing and the secondary driven gear are connected by welding.

[0011] By welding the secondary driven gear in the reducer body to the differential housing, this application reduces the number of bolts used in the reducer assembly, effectively reducing the total weight of the reducer assembly, thereby effectively reducing the vehicle load and increasing the vehicle's range. Furthermore, the welded connection makes the connection between the reducer body and the differential smoother, taking up less space and helping to improve the overall structural layout of the reducer assembly.

[0012] In one possible implementation, a mounting hole is provided on the secondary driven gear, and a connecting shaft is provided on the differential housing;

[0013] The connecting shaft is inserted into the mounting hole, and the connecting weld between the differential housing and the secondary driven gear is located between the outer periphery of the connecting shaft and the inner wall of the mounting hole, and the connecting weld is arranged around the connecting shaft.

[0014] In one possible implementation, an air storage groove is provided between the inner wall of the mounting hole and the outer periphery of the connecting shaft, and the air storage groove is provided around the outer periphery of the connecting shaft;

[0015] The gas storage tank is communicated with the connecting weld, and the gas storage tank is communicated with the outside world, and the gas generated by the connecting weld is discharged to the outside through the gas storage tank.

[0016] In one possible implementation, the differential housing is further provided with an exhaust groove;

[0017] One end of the exhaust groove is connected to the air storage tank, and the other end of the exhaust groove is connected to the outside world;

[0018] The gas in the gas storage tank is discharged to the outside through the exhaust groove.

[0019] In one possible implementation, a first groove is formed on the inner wall of the mounting hole, and the first groove is arranged around the inner wall of the mounting hole;

[0020] A second groove is further provided on the outer circumference of the connecting shaft. The second groove is opposite to the first groove. The first groove and the second groove together form the air storage tank.

[0021] In one possible implementation, the connecting shaft includes a first end and a second end that are opposite to each other;

[0022] The mounting hole includes a third end and a fourth end opposite to each other, the third end cooperates with the first end, and the fourth end cooperates with the second end;

[0023] The connecting weld is located between the first end and the third end;

[0024] The second end and the fourth end are in interference fit.

[0025] In a possible implementation, a first notch is provided on an inner wall of the first end of the mounting hole, and the connecting weld is filled in the first notch.

[0026] In a possible implementation, a second notch is provided on the outer periphery of the third end of the connecting shaft, the second notch is aligned with the first notch, and the connecting weld is also filled in the second notch.

[0027] In a possible implementation, the fourth end of the mounting hole further has a limit platform, and the end surface of the second end of the connecting shaft abuts against the limit platform.

[0028] A second aspect of the present application provides a vehicle, comprising a motor, an axle, and any of the above-mentioned reducer assemblies;

[0029] The motor is connected to the reducer body in the reducer assembly, and the axle is connected to the differential in the reducer assembly.

[0030] A first aspect of the present application provides a speed reducer device for use in a vehicle, comprising a first transmission assembly, wherein the first transmission assembly comprises a first driving wheel and a first driven wheel meshing with each other;

[0031] The first driving wheel is used to be connected to the driving motor of the vehicle; the first driven wheel is used to be connected to the axle of the vehicle;

[0032] It also includes an intermediate rotating shaft, one end of which is connected to the first driven wheel, and the other end of which is connected to the axle;

[0033] The outer periphery of one end of the intermediate rotating shaft connected to the first driven wheel has external spline teeth, and the first driven wheel has a spline hole that cooperates with the external spline teeth. The first driven wheel and the intermediate rotating shaft are connected through the cooperation between the external spline teeth and the spline hole.

[0034] The external spline teeth are helical teeth, and the internal spline teeth of the spline hole are straight teeth.

[0035] By making the external spline teeth on the intermediate shaft be helical teeth, under the premise of the same tooth width, the helical external spline teeth can increase the fitting width with the internal spline teeth, and can form an interference fit on the tooth side between the external spline teeth and the internal spline teeth in the spline hole, which can effectively improve the tightness of the fit between the external spline teeth and the internal spline teeth, and improve the tightness of the fit between the intermediate shaft and the first driven wheel, and can effectively prevent abnormal noise due to loose fit between the intermediate shaft and the first driven wheel, which helps to improve user experience.

[0036] In a possible implementation, a helix angle formed between the external spline teeth and the intermediate shaft is 5′ to 20′.

[0037] In a possible implementation, the helix angle is 8'.

[0038] In one possible implementation, the first driven wheel is a helical gear, and the spiral direction of the external spline teeth is the same as the spiral direction of the first driven wheel.

[0039] In one possible implementation, the device further includes a second transmission assembly, wherein the second transmission assembly includes a second driving wheel and a second driven wheel meshing with each other;

[0040] The second driving wheel is coaxially connected to the first driven wheel, and the second driven wheel is connected to the axle.

[0041] In one possible implementation, the second driving wheel and the intermediate rotating shaft are an integrated structure, and the second driving wheel is coaxially connected to the first driven wheel through the intermediate rotating shaft.

[0042] In a possible implementation, a differential assembly is further included, one end of the differential assembly is connected to the second driven wheel, and the other end of the differential is connected to the axle.

[0043] In one possible implementation, the first driving wheel is coaxially connected to a rotating shaft of a driving motor of the vehicle.

[0044] In one possible implementation, the reducer device is a two-stage reducer, and the first transmission assembly forms a primary reduction, and the second transmission assembly forms a secondary reduction.

[0045] A second aspect of the present application provides a vehicle, comprising a drive motor and any of the above-mentioned speed reducer devices;

[0046] The first driving wheel in the speed reducer device is connected to the rotating shaft of the driving motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0048] FIG1 is a schematic structural diagram of a reducer assembly provided in an embodiment of the present application;

[0049] FIG2 is a schematic structural diagram of a connection between a secondary driven gear and a differential housing provided by an embodiment of the present application;

[0050] FIG3 is a schematic structural diagram of a secondary driven gear provided in an embodiment of the present application;

[0051] FIG4 is a schematic structural diagram of a differential housing provided in an embodiment of the present application;

[0052] FIG5 is a cross-sectional view of an assembly of a secondary driven gear and a differential housing provided by an embodiment of the present application;

[0053] FIG6 is a cross-sectional view of a secondary driven gear provided in an embodiment of the present application;

[0054] FIG7 is a cross-sectional view of a differential case provided in an embodiment of the present application;

[0055] FIG8 is a schematic structural diagram of a reducer provided in an embodiment of the present application;

[0056] FIG9 is a schematic structural diagram of an intermediate rotating shaft provided in an embodiment of the present application;

[0057] FIG10 is a schematic diagram of the structure of the cooperation between an intermediate rotating shaft and a first driven wheel provided in an embodiment of the present application;

[0058] FIG11 is a front view of an intermediate rotating shaft provided in an embodiment of the present application;

[0059] FIG12 is an enlarged view of area A in FIG4 ;

[0060] FIG13 is a schematic diagram of a helical angle provided in an embodiment of the present application;

[0061] FIG14 is a force analysis diagram of the first driven wheel provided in an embodiment of the present application;

[0062] FIG15 is a schematic diagram of the spiral direction of an external spline tooth provided in an embodiment of the present application;

[0063] FIG16 is a force analysis diagram of an external spline tooth on a first driven wheel provided in an embodiment of the present application.

[0064] Explanation of Reference Numerals: 100 - reducer assembly; 110 - reducer body; 111 - secondary driven gear; 1111 - mounting hole; 11111 - third end; 11112 - fourth end; 1112 - first groove; 1113 - stopper; 1114 - second notch; 120 - differential; 121 - differential housing; 1211 - connecting shaft; 12111 - first end; 12112 - second end; 1212 - exhaust groove; 1213 - second groove; 1214 - first notch; 130 - air storage tank; 200 - reducer device; 210 - first transmission assembly; 211 - first driving pulley; 212 - first driven pulley; 220 - intermediate rotating shaft; 221 - external spline teeth; 230 - second transmission assembly; 231 - second driving pulley; 232 - second driven pulley; 240-Differential assembly. DETAILED DESCRIPTION

[0065] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the specific technical solutions of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application but are not intended to limit the scope of the present application.

[0066] The present invention provides a speed reducer assembly and a vehicle including the speed reducer assembly, wherein the vehicle may be a sedan, a bus, or a truck. For example, the vehicle may be any one of an electric vehicle (EV), a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range-extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), and a new energy vehicle (NEV).

[0067] As discussed in the background technology above, the differential housing and the secondary driven gear in the reducer body are typically connected via bolts. However, these bolted connections require a large number of bolts, increasing the overall size of the reducer assembly. Furthermore, the bolts occupy a large amount of space, hindering the overall layout of the reducer assembly. Furthermore, these bolted connections carry the risk of loosening, reducing the reliability and stability of the reducer assembly.

[0068] To address the above-mentioned issues, the present invention provides a reducer assembly. By welding the secondary driven gear in the reducer body to the differential housing, the reduction in bolts used in the reducer assembly can be achieved, effectively reducing the total weight of the reducer assembly, thereby effectively reducing the vehicle load and increasing the vehicle's range. Furthermore, the welded connection makes the connection between the reducer body and the differential relatively flat, taking up less space and helping to improve the overall structural layout of the reducer assembly.

[0069] The following is a detailed description of a reducer assembly provided in an embodiment of the present application in conjunction with the accompanying drawings.

[0070] FIG1 is a schematic structural diagram of a reducer assembly provided in an embodiment of the present application, and FIG2 is a schematic structural diagram of the connection between a secondary driven gear and a differential housing provided in an embodiment of the present application.

[0071] An embodiment of the present application provides a reducer assembly 100, as shown in Figures 1 and 2. The reducer assembly 100 may include a reducer body 110 and a differential 120. The reducer body 110 may include a primary transmission gear and a secondary transmission gear, wherein the primary transmission gear may include a primary driving gear and a primary driven gear that are meshed with each other, and the secondary transmission gear may include a secondary driving gear and a secondary driven gear 111 that are meshed with each other.

[0072] The differential 120 may include a differential housing 121 and a transmission gear (not shown) located within the differential housing 121. For example, the transmission gear may include side gears and planetary gears. The primary driving gear may be connected to the motor, and the secondary driven gear 111 may be connected to the differential 120. The differential 120 may be connected to an axle, for example, the axle may be connected to the side gears within the differential 120. The power output by the motor may be transmitted to the axle through the speed reducer and the differential 120, causing the axle to rotate, thereby enabling the vehicle to travel.

[0073] The differential housing 121 and the secondary driven gear 111 can be connected by welding. Compared to bolted connections in related art, welding can reduce the number of bolts used in the reducer assembly 100, effectively reducing the total weight of the reducer assembly 100, thereby effectively reducing the vehicle load and improving the vehicle's endurance. Furthermore, welding makes the connection between the reducer body 110 and the differential 120 smoother, occupies less space, and helps improve the overall structural layout of the reducer assembly 100.

[0074] In addition, the welding connection is firm and reliable and not prone to loosening, which helps to further improve the reliability and stability of the connection between the reducer and the differential 120.

[0075] FIG3 is a schematic structural diagram of a secondary driven gear provided in an embodiment of the present application, and FIG4 is a schematic structural diagram of a differential housing provided in an embodiment of the present application.

[0076] As shown in Figure 3, a mounting hole 1111 can be opened on the secondary driven gear 111. As shown in Figure 4, a connecting shaft 1211 can be provided on the differential housing 121. The connecting shaft 1211 can be passed through the mounting hole 1111. The connecting weld between the differential housing 121 and the secondary driven gear 111 can be located between the outer periphery of the connecting shaft 1211 and the inner wall of the mounting hole 1111, and the connecting weld can be arranged around the connecting shaft 1211.

[0077] For example, the connecting shaft 1211 can be extended into the mounting hole 1111, and then a circle can be welded at the contact portion between the connecting shaft 1211 and the mounting hole 1111 to produce an annular connecting weld, so that the connecting shaft 1211 and the mounting hole 1111 can be connected through the annular connecting weld, which can effectively improve the firmness and reliability of the connection between the connecting shaft 1211 and the mounting hole 1111, and improve the reliability and stability of the assembly between the reducer and the differential 120.

[0078] FIG5 is a cross-sectional view of an assembly of a secondary driven gear and a differential housing provided in an embodiment of the present application.

[0079] As shown in FIG5 , an air reservoir 130 may be provided between the inner wall of the mounting hole 1111 and the outer periphery of the connecting shaft 1211. The air reservoir 130 may be disposed around the outer periphery of the connecting shaft 1211. The air reservoir 130 may be connected to the connecting weld and may also be connected to the outside world. Gas generated during the formation of the connecting weld may be discharged externally through the air reservoir 130. This can reduce or prevent excessive gas generated at the connection between the speed reducer and differential 120, which could affect the proper connection between the speed reducer and differential 120, thereby improving the stability and reliability of the connection between the speed reducer and differential 120.

[0080] Continuing with FIG5 , an exhaust groove 1212 may be provided on the differential housing 121 . One end of the exhaust groove 1212 may be connected to the air storage tank 130 , and the other end may be connected to the outside world. Gas within the air storage tank 130 may be discharged externally through the exhaust groove 1212 . For example, the number of exhaust grooves 1212 may be one, or the number of exhaust grooves 1212 may be two as shown in the figure. While ensuring exhaust, this may reduce processing steps and lower production costs. Alternatively, in some examples, the number of exhaust grooves 1212 may be multiple to improve exhaust efficiency.

[0081] FIG6 is a cross-sectional view of a secondary driven gear provided in an embodiment of the present application, and FIG7 is a cross-sectional view of a differential case provided in an embodiment of the present application.

[0082] As shown in FIG6 , a first groove 1112 may be formed on the inner wall of the mounting hole 1111. The first groove 1112 may be arranged around the inner wall of the mounting hole 1111, and the first groove 1112 may form an air storage tank 130. For example, when the connecting shaft 1211 is installed in the mounting hole 1111, an annular groove may be formed between the first groove 1112 and the outer wall of the connecting shaft 1211, and the groove may form the air storage tank 130. This may increase the capacity of the air storage tank 130 and facilitate the discharge of gas.

[0083] As shown in FIG7 , a second groove 1213 may be further defined on the outer circumference of the connecting shaft 1211. The second groove 1213 may be opposite to the first groove 1112. The first groove 1112 and the second groove 1213 may together form the gas storage tank 130 (see FIG5 ). For example, the opening of the first groove 1112 and the opening of the second groove 1213 may be arranged opposite each other. When the connecting shaft 1211 is installed in the mounting hole 1111, the first groove 1112 may be aligned with the second groove 1213 to form the gas storage tank 130. This may further increase the volume of the gas storage tank 130 and effectively improve the gas discharge effect.

[0084] 6 and 7 , the connecting shaft 1211 may include a first end 12111 and a second end 12112 that are opposite each other, and the mounting hole 1111 may include a third end 11111 and a fourth end 11112 that are opposite each other, wherein the third end 11111 may mate with the first end 12111, and the fourth end 11112 may mate with the second end 12112. The connecting weld between the second driven gear and the differential case 121 may be located between the first end 12111 of the connecting shaft 1211 and the third end 11111 of the mounting hole 1111, so that the first end 12111 of the connecting shaft 1211 and the third end 11111 of the mounting hole 1111 can be connected via the connecting weld.

[0085] The second end 12112 of the connecting shaft 1211 and the fourth end 11112 of the mounting hole 1111 can be connected by an interference fit. For example, the connecting shaft 1211 can be first installed in the mounting hole 1111 so that the second end 12112 of the connecting shaft 1211 and the fourth end 11112 of the mounting hole 1111 are interference fit. Then, the first end 12111 of the connecting shaft 1211 and the third end 11111 of the mounting hole 1111 are welded.

[0086] This can effectively improve the firmness and reliability of the connection between the mounting hole 1111 and the connecting shaft 1211, and can effectively reduce or avoid the connecting shaft 1211 from falling out of the mounting hole 1111, thereby effectively improving the reliability and stability of the connection between the reducer and the differential 120.

[0087] Continuing with FIG6 , the inner wall of the first end 12111 of the mounting hole 1111 may be provided with a first notch 1214, and the connecting weld may be located within the first notch 1214. For example, when the connecting shaft 1211 is installed within the mounting hole 1111, a groove may be formed between the first notch 1214 and the outer periphery of the connecting shaft 1211. The opening of the groove may face outward, allowing a worker to perform welding within the groove. This allows the weld formed by welding to be located within the groove formed by the first notch 1214, preventing the connecting weld from protruding from the surfaces of the secondary driven gear 111 and the differential case 121, thereby improving the smoothness of the connection between the secondary driven gear 111 and the differential case 121.

[0088] Moreover, it also helps to increase the size of the connecting weld and increase the contact area between the secondary driven gear 111 and the differential housing 121 and the connecting weld, thereby effectively improving the firmness and reliability of the connection between the secondary driven gear 111 and the differential housing 121.

[0089] Continuing with FIG. 7 , a second notch 1114 can be provided on the outer rear upper portion of the third end 11111 of the connecting shaft 1211. The second notch 1114 can be aligned with the first notch 1214, and the connection weld can be filled within the second notch 1114. For example, when the connecting shaft 1211 is installed in the mounting hole 1111, the first notch 1214 and the second notch 1114 can together form a groove, and the connection weld can be located within the groove. Providing the second notch 1114 on the connecting shaft 1211 effectively increases the size of the groove, effectively reducing or preventing overflow of the connection weld, thereby effectively improving the smoothness of the connection between the secondary driven gear 111 and the differential case 121.

[0090] Moreover, the size of the connecting weld can be further increased, thereby increasing the contact area between the secondary driven gear 111 and the differential housing 121 and the connecting weld, thereby effectively improving the firmness and reliability of the connection between the secondary driven gear 111 and the differential housing 121.

[0091] Continuing with FIG6 , a stopper 1113 may be further provided on the fourth end 11112 of the mounting hole 1111. In conjunction with FIG5 , the end surface of the second end 12112 of the connecting shaft 1211 may abut against the stopper 1113. For example, the connecting shaft 1211 may extend from the third end 11111 of the mounting hole 1111 into the mounting hole 1111, and the second end 12112 of the connecting column abuts against the stopper 1113 of the mounting hole 1111. The stopper 1113 may position the connecting shaft 1211, preventing the connecting shaft 1211 from extending outside the mounting hole 1111. This is beneficial for improving the matching accuracy between the mounting hole 1111 and the connecting shaft 1211, thereby effectively improving the assembly accuracy of the speed reducer differential 120.

[0092] An embodiment of the present application also provides a reducer device, which can be arranged in a reducer assembly.

[0093] In the related art, a reducer device includes a primary reduction gear assembly and a secondary reduction gear assembly, wherein a primary driven gear in the primary reduction gear assembly and a secondary driving gear in the secondary reduction gear assembly are connected via an intermediate rotating shaft to transmit the rotational torque of the primary reduction gear assembly to the secondary reduction gear assembly. The intermediate rotating shaft and the primary driven gear are typically connected via a spline. For example, the primary driven gear may have an internal spline structure and the outer circumference of the intermediate rotating shaft may have an external spline structure. The primary driven gear and the intermediate rotating shaft may be connected via the cooperation between the internal spline structure and the external spline structure.

[0094] However, in the above-mentioned spline structure, the fit between the inner spline structure and the outer spline structure is loose, thereby generating abnormal noise and affecting user experience.

[0095] In related technologies, in order to increase the tightness of the fit between the internal spline structure and the external spline structure, an interference fit is usually adopted between the internal and external spline structures. When the torque increases, a larger interference fit is used to ensure the assembly between the internal and external splines. This will cause greater damage to the tooth top of the external spline and the tooth root of the internal spline, which will affect the service life of the spline.

[0096] Based on the above problems, an embodiment of the present application also provides a reducer device. By making the external spline teeth on the intermediate shaft be bevel teeth, under the premise of the same tooth width, the beveled external spline teeth can increase the fitting width between the internal spline teeth, and can form an interference fit on the tooth side between the external spline teeth and the internal spline teeth in the spline hole, which can effectively improve the tightness of the fitting between the external spline teeth and the internal spline teeth, and improve the tightness of the fitting between the intermediate rotating shaft and the first driven wheel, and can effectively prevent abnormal noise between the intermediate rotating shaft and the first driven wheel due to loose fitting, which helps to improve user experience.

[0097] The reducer device provided in the embodiments of the present application is described in detail below with reference to the accompanying drawings.

[0098] Figure 8 is a structural schematic diagram of a reducer provided in an embodiment of the present application, Figure 9 is a structural schematic diagram of an intermediate rotating shaft provided in an embodiment of the present application, and Figure 10 is a structural schematic diagram of the cooperation between an intermediate rotating shaft and a first driven wheel provided in an embodiment of the present application.

[0099] The embodiment of the present application provides a reducer device 200, which can be understood as the reducer body 110 in the above-mentioned reducer assembly 100. As shown in Figure 8, the reducer device 200 may include a first transmission component 210. For example, the first transmission component may be the above-mentioned primary transmission gear. The first transmission component 210 may include a first driving wheel 211 and a first driven wheel 212 that are meshed with each other. For example, the first driving wheel 211 may be the above-mentioned primary driving gear, and the first driven wheel 212 may be the above-mentioned primary driven gear. The first driving wheel 211 may be connected to the output shaft of the vehicle's drive motor, and the first driven wheel 212 may be connected to the vehicle's axle. The drive motor can drive the first driving wheel 211 to rotate, and the first driven wheel 212 can be driven to rotate during the rotation of the first driving wheel 211. During the rotation of the first driven wheel, force can be transmitted to the axle to rotate the axle, thereby driving the vehicle to travel.

[0100] The reducer device 200 may further include an intermediate rotating shaft 220, one end of which may be connected to the first driven wheel 212, and the other end of which may be connected to the axle. The first driven wheel 212 may transmit force to the axle via the intermediate rotating shaft 220. As shown in FIG9 and FIG10 , the outer periphery of the end of the intermediate rotating shaft 220 connected to the first driven wheel 212 may include external spline teeth 221, and the first driven wheel 212 may include a spline hole that cooperates with the external spline teeth 221. For example, the spline hole may include internal spline teeth, and the first driven wheel 212 and the intermediate rotating shaft 220 may be connected via the cooperation between the external spline teeth 221 and the spline hole.

[0101] Among them, the external spline teeth 221 on the intermediate shaft can be helical teeth. Under the premise of the same tooth width, the helical external spline teeth 221 can increase the fitting width with the internal spline teeth, and can form an interference fit on the tooth side between the external spline teeth 221 and the internal spline teeth in the spline hole, which can effectively improve the tightness of the fitting between the external spline teeth 221 and the internal spline teeth, and improve the tightness of the fitting between the intermediate rotating shaft 220 and the first driven wheel 212, and can effectively prevent abnormal noise due to loose fitting between the intermediate rotating shaft 220 and the first driven wheel 212, which helps to improve user experience.

[0102] Furthermore, compared to the tooth tip interference fit method used in related art, the embodiment of the present application utilizes a flank interference fit, eliminating the need for a tooth tip interference fit between the inner and outer splines. This reduces or avoids damage to the tooth tips of the outer spline teeth 221 and the tooth roots of the inner spline teeth, thereby improving the service life of the splines. Furthermore, compared to tooth tip interference fit, flank interference fit requires less axial press-fitting force during spline assembly, thereby reducing assembly costs.

[0103] Figure 11 is a main view of an intermediate rotating shaft provided in an embodiment of the present application, Figure 12 is an enlarged view of area A in Figure 11, and Figure 13 is a schematic diagram of the helix angle provided in an embodiment of the present application.

[0104] As shown in Figures 11 and 12 , in the embodiment of the present application, the helix angle formed between the external spline and the intermediate shaft 220 may be β, with a value range of β from 5' to 20'. As shown in Figure 6 , the helix angle refers to the angle formed between the tangent line of the helix formed by the spline teeth along the axis of the intermediate shaft 220 and the generatrix of the cylindrical surface passing through the tangent point (i.e., the dashed line O in Figure 13 ). For ease of understanding, the helix angle is magnified in Figure 13 to illustrate the definition of the helix angle of the external spline teeth 221. By adopting the above helix angle range, looseness between the external spline teeth 221 and the spline hole due to an excessively small helix angle can be prevented, as can clearance between the external spline and the internal spline due to an excessively large helix angle. This allows for a tighter fit between the external spline teeth 221 and the spline hole, effectively improving the secure and tight connection between the intermediate shaft 220 and the first driven wheel 212.

[0105] For example, the helix angle β can be 8′, which can make the external spline teeth 221 and the internal spline teeth fit better, further improve the tightness of the fit between the external spline teeth 221 and the internal spline teeth, effectively avoid abnormal noise between the intermediate shaft and the first driven wheel 212, and improve the firmness and reliability of the connection between the intermediate rotating shaft 220 and the first driven wheel 212.

[0106] Figure 14 is a force analysis diagram of a first driving wheel applied to a first driven wheel provided in an embodiment of the present application, Figure 15 is a force analysis diagram of a first driven wheel applied to an external spline tooth provided in an embodiment of the present application, and Figure 16 is a force analysis diagram of a first driven wheel applied to an external spline tooth provided in an embodiment of the present application.

[0107] 14 and 15 , in the embodiment of the present application, the first driven wheel 212 may be a helical gear, and the spiral direction of the external spline teeth 221 on the intermediate rotating shaft 220 may be the same as the spiral direction of the first driven wheel 212. For example, when the spiral direction of the first driven wheel 212 is right-handed, the spiral direction of the external spline teeth 221 on the intermediate rotating shaft 220 may also be right-handed. Conversely, when the spiral direction of the first driven wheel 212 is left-handed, the spiral direction of the external spline teeth 221 on the intermediate rotating shaft 220 may be left-handed. For example, in the embodiment of the present application, the spiral directions of the first driven wheel 212 and the external spline teeth 221 may both be left-handed.

[0108] This can balance the force on the first driven wheel 212. For example, referring to Figure 14, taking the rotation direction indicated by the arrow in Figure 14 as an example, the force exerted by the first driving wheel 211 on the first driven wheel 212 can be decomposed into two directions. One of the force components is along the circumference of the first driven wheel 212, which is the force component F2 in Figure 14. The force component F2 can drive the first driven wheel 212 to rotate. The other force component is the force component F1 in Figure 14. The force component F1 is along the axial direction of the first driven wheel 212 and toward the direction in which the first driven wheel 212 is away from the second driving wheel 231. The force component F1 will drive the first driven wheel 212 to disengage from the intermediate rotating shaft 220, affecting the reliability of the connection between the first driven wheel 212 and the intermediate rotating shaft 220.

[0109] As shown in Figure 15, the first driven wheel 212 can generate a force on the external spline teeth 221 on the intermediate shaft 220 during the rotation process. According to the spiral direction of the external spline teeth 221, it can be concluded that the force can be decomposed into an axial component F3 and a circumferential component F4, wherein the component F4 can drive the intermediate shaft 220 to rotate, and the direction of the component F3 is the same as the direction of the component F1.

[0110] Accordingly, as shown in FIG16 , while the first driven wheel 212 generates an action force on the intermediate shaft 220, the external spline teeth 221 on the intermediate shaft 220 also generate a reaction force on the first driven wheel 212, according to Newton's third law of action and reaction. This reaction force can be decomposed into an axial force component F5 and a circumferential force component F6, as shown in FIG9 . Furthermore, force component F5 is equal in magnitude to force component F3 and opposite in direction. Force component F6 is equal in magnitude to force component F4 and opposite in direction. In other words, the axial force component F5 acting on the first driven wheel 212 is opposite in direction to force component F1. These two opposing forces can offset each other, reducing the axial force acting on the first driven wheel 212, thereby effectively reducing or preventing the first driven wheel 212 from dislodging from the intermediate shaft 220 and effectively improving the securement and reliability of the connection between the first driven wheel 212 and the intermediate shaft 220.

[0111] Continuing with FIG8 , the reducer device 200 may further include a second transmission assembly 230. The second transmission assembly 230 may include a second driving wheel 231 and a second driven wheel 232 that mesh with each other. For example, the second transmission assembly 230 may be the aforementioned second transmission gear, the second driving wheel 231 may be the aforementioned secondary driving gear, and the second driven wheel 232 may be the aforementioned secondary driven wheel 111. The second driving wheel 231 may be coaxially connected to the first driven wheel 212, and the second driven wheel 232 may be connected to the axle. During the rotation of the first driven wheel 212, the second driving wheel 231 may be driven to rotate at the same speed. During the rotation of the second driving wheel 231, the second driven wheel 232 may be driven to rotate, thereby causing the second driven wheel 232 to drive the axle to rotate, thereby driving the vehicle to travel.

[0112] The reducer device 200 can be a two-stage reducer, wherein the first transmission component 200 can form a first stage reduction and the second transmission component 230 can form a second stage reduction. The second stage reduction can reduce the input speed of the drive motor so that the axle can rotate at a set speed.

[0113] For example, as shown in FIG9 , in an embodiment of the present application, the second driving wheel 231 can be integrally formed with the intermediate shaft, and the second driving wheel 231 can be coaxially connected to the first driven wheel 212 via the intermediate rotating shaft 220. For example, the second driving wheel 231 can be located at an end of the intermediate rotating shaft 220 opposite to the external spline teeth 221. In this way, when the intermediate rotating shaft 220 is connected to the first driven wheel 212 via the spline fit, when the first driven wheel 212 drives the intermediate rotating shaft 220 to rotate, the intermediate rotating shaft 220 can also drive the second driving wheel 231 to rotate, and the rotational speed of the second driving wheel 231 is the same as that of the first driven wheel 212.

[0114] Continuing with FIG8 , one end of the differential assembly 240 can be connected to the second driven wheel 232, and the other end can be connected to the axle. For example, the differential can include a differential housing and a bevel gear assembly disposed within the differential housing. The differential housing can be connected to the second driven wheel 232, and the output end of the bevel gear assembly within the differential housing can be connected to the axle. Rotation of the second driven wheel 232 can drive rotation of the differential housing, which in turn drives the bevel gear assembly, thereby causing the bevel gear to drive rotation of the axle.

[0115] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly indicate the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of this application, unless otherwise specified, "plurality" means two or more groups.

[0116] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to changes in the orientation of the components in the drawings.

[0117] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integrated connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0118] In the embodiments of the present application, the terms "comprises," "comprising," or any other variations thereof are intended to encompass non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not preclude the presence of other identical elements in the process, method, article, or apparatus comprising the element.

[0119] In the embodiments of this application, words such as "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be interpreted as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary" or "for example" is intended to present the relevant concepts in a concrete manner.

[0120] The serial numbers of the embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments. The above are only preferred embodiments of the present application and do not limit the scope of the patent of the present application. Any equivalent structure or equivalent process transformation made by using the contents of the present application specification and drawings, or directly or indirectly applied to other related technical fields, are also included in the scope of patent protection of the present application.

Claims

1. A reducer assembly, characterized in that: including a speed reducer body and a differential connected thereto; The speed reducer body includes at least a secondary driven gear, and the differential includes a differential housing and a gear assembly located in the differential housing; The differential housing and the secondary driven gear are connected by welding.

2. The reducer assembly according to claim 1, characterized in that: The secondary driven gear is provided with a mounting hole, and the differential housing is provided with a connecting shaft; The connecting shaft is inserted into the mounting hole, and the connecting weld between the differential housing and the secondary driven gear is located between the outer periphery of the connecting shaft and the inner wall of the mounting hole, and the connecting weld is arranged around the connecting shaft.

3. The reducer assembly according to claim 2, characterized in that: An air storage groove is provided between the inner wall of the mounting hole and the outer periphery of the connecting shaft, and the air storage groove is arranged around the outer periphery of the connecting shaft; The gas storage tank is communicated with the connecting weld, and the gas storage tank is communicated with the outside world, and the gas generated by the connecting weld is discharged to the outside through the gas storage tank.

4. The reducer assembly according to claim 3, characterized in that: The differential housing is also provided with an exhaust groove; One end of the exhaust groove is connected to the air storage tank, and the other end of the exhaust groove is connected to the outside world; The gas in the gas storage tank is discharged to the outside through the exhaust groove.

5. The reducer assembly according to claim 3 or 4, characterized in that: A first groove is formed on the inner wall of the mounting hole, and the first groove is arranged around the inner wall of the mounting hole; A second groove is further provided on the outer circumference of the connecting shaft. The second groove is opposite to the first groove. The first groove and the second groove together form the air storage tank.

6. The reducer assembly according to any one of claims 2 to 4, characterized in that: The connecting shaft includes a first end and a second end that are opposite; The mounting hole includes a third end and a fourth end opposite to each other, the third end cooperates with the first end, and the fourth end cooperates with the second end; The connecting weld is located between the first end and the third end; The second end and the fourth end are in interference fit.

7. The reducer assembly according to claim 6, characterized in that: A first notch is formed on the inner wall of the first end of the mounting hole, and the connecting weld is filled in the first notch.

8. The reducer assembly according to claim 7, characterized in that: A second notch is provided on the outer periphery of the third end of the connecting shaft. The second notch is aligned with the first notch, and the connecting weld is also filled in the second notch.

9. The reducer assembly according to claim 6, characterized in that: The fourth end of the mounting hole further has a limiting platform, and the end surface of the second end of the connecting shaft abuts against the limiting platform.

10. A vehicle, characterized in that: It comprises a motor, an axle and a reducer assembly according to any one of claims 1 to 9; The motor is connected to the reducer body in the reducer assembly, and the axle is connected to the differential in the reducer assembly.

11. A speed reducer device for a vehicle, characterized in that: It includes a first transmission assembly, the first transmission assembly including a first driving wheel and a first driven wheel meshing with each other; The first driving wheel is used to be connected to the driving motor of the vehicle, and the first driven wheel is used to be connected to the axle of the vehicle; It also includes an intermediate rotating shaft, one end of which is connected to the first driven wheel, and the other end of which is connected to the axle; The outer periphery of one end of the intermediate rotating shaft connected to the first driven wheel has external spline teeth, and the first driven wheel has a spline hole that cooperates with the external spline teeth. The first driven wheel and the intermediate rotating shaft are connected through the cooperation between the external spline teeth and the spline hole. The external spline teeth are helical teeth, and the internal spline teeth of the spline hole are straight teeth.

12. The speed reducer device according to claim 11, characterized in that: The helix angle formed between the external spline teeth and the intermediate rotating shaft is 5' to 20'.

13. The speed reducer device according to claim 12, characterized in that: The helix angle is 8'.

14. The reducer device according to any one of claims 11 to 13, characterized in that: The first driven wheel is a helical gear, and the spiral direction of the external spline teeth is the same as the spiral direction of the first driven wheel.

15. The reducer device according to any one of claims 11 to 13, characterized in that: Also included is a second transmission assembly, the second transmission assembly including a second driving wheel and a second driven wheel meshing with each other; The second driving wheel is coaxially connected to the first driven wheel, and the second driven wheel is connected to the axle.

16. The speed reducer device according to claim 15, characterized in that: The second driving wheel and the intermediate rotating shaft are an integrated structure, and the second driving wheel is coaxially connected to the first driven wheel through the intermediate rotating shaft.

17. The speed reducer device according to claim 16, characterized in that: It also includes a differential assembly, one end of which is connected to the second driven wheel, and the other end of which is connected to the axle.

18. The reducer device according to any one of claims 11 to 13, characterized in that: The first driving wheel is coaxially connected to the motor shaft of the vehicle.

19. The speed reducer device according to claim 16 or 17, characterized in that: The reducer device is a two-stage reducer, and the first transmission component forms a first-stage reduction, and the second transmission component forms a second-stage reduction.

20. A vehicle, characterized in that: comprising a drive motor and a reducer device according to any one of claims 11 to 19; The first driving wheel in the reducer device is connected to the rotating shaft of the drive motor.

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