CN117404443B

CN117404443B - Speed reducer and vehicle

Info

Publication number: CN117404443B
Application number: CN202311715250.9A
Authority: CN
Inventors: 张义; 付超; 李欣蓓
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2023-12-14
Filing date: 2023-12-14
Publication date: 2024-03-15
Anticipated expiration: 2043-12-14
Also published as: CN117404443A

Abstract

The utility model relates to a reduction gear technical field especially relates to a reduction gear and vehicle, and the reduction gear includes differential mechanism assembly and casing, and this differential mechanism assembly includes planetary gear, a word axle and side gear, and the outside of a word axle is located to the planetary gear cover, and the side gear sets up in one side of a word axle, and meshes with planetary gear respectively. The planetary gear is provided with a planetary gear, wherein a lubricating liquid channel is arranged in the linear shaft, and an oil way outlet communicated with the lubricating liquid channel is arranged at the joint of the planetary gear and the linear shaft. The shell is provided with an oil way inlet, and the lubricating liquid runner is communicated with the oil way inlet. According to the speed reducer and the vehicle, the lubrication effect of the differential mechanism assembly is effectively improved, the service life of the differential mechanism assembly is further prolonged, and the phenomenon that the planetary gears of the differential mechanism assembly are even sintered is effectively avoided.

Description

Speed reducer and vehicle

Technical Field

The application relates to the technical field of speed reducers, in particular to a speed reducer and a vehicle.

Background

Along with the development of the electric automobile, in order to meet the diversified demands of the whole automobile and an electric drive system in the future, the speed reducer needs more breakthrough and innovative new configurations. Most of the pure electric vehicle speed reducers on the market today are single-gear speed reducers. The single-gear deceleration scheme adopts a fixed variable speed transmission ratio, and the dynamic property and the economical efficiency of the pure electric automobile cannot be simultaneously considered. The design of a single speed ratio cannot simultaneously give consideration to low-speed starting acceleration, high-speed cruising speed and climbing performance. Meanwhile, the economical performance of the high-speed cruising is poor, and the power consumption of the high-speed section is high.

In the long term, the second gear transmission can optimize the running state of the motor, reduce the output torque of the motor, reduce the volume and cost of the motor, and has better high-speed performance, so that the second gear transmission will be a trend. However, the lubrication of the existing two-gear speed reducer for the large-torque differential mechanism is insufficient, the service life is reduced due to poor lubrication of the differential mechanism, and even the planetary gear of the differential mechanism can be sintered under the extreme differential working condition of the vehicle, so that the differential mechanism assembly is invalid, and the whole vehicle cannot conduct the differential of wheels on two sides.

In addition, the existing gear shifting actuating mechanism of the two-gear speed reducer is low in integration level and large in occupied space.

Disclosure of Invention

The utility model provides an aim at provides a reduction gear and vehicle to solve the lubrication consideration of two fender reduction gears that exist among the prior art to big moment of torsion differential mechanism insufficient in a certain extent, lead to the fact the differential mechanism lubrication failure to lead to the life-span to reduce easily, the vehicle can appear the sintering phenomenon even at the planetary gear of extreme differential operating mode, and then lead to differential mechanism assembly inefficacy, makes the whole car unable technical problem who carries out the condition of both sides wheel differential.

According to a first aspect of the present application, there is provided a speed reducer, comprising a differential assembly and a housing, the differential assembly comprising a planetary gear, a spool and a side gear, the planetary gear being sleeved outside the spool, the side gear being disposed on one side of the spool and being meshed with the planetary gear;

a lubricating fluid channel is arranged in the straight shaft, and an oil way outlet communicated with the lubricating fluid channel is arranged at the joint of the planetary gear and the straight shaft;

the shell is provided with an oil way inlet, and the lubricating liquid runner is communicated with the oil way inlet.

Preferably, the differential assembly further comprises a transmission shell part, the linear shaft is fixedly arranged in the transmission shell part, a part of the transmission shell part is embedded in the shell, an annular runner is arranged on the outer side of the part of the transmission shell part embedded in the shell, the annular runner and the side gear are coaxially arranged, and the lubricating fluid runner and the oil way inlet are communicated through the annular runner.

Preferably, the differential assembly further includes at least two seal rings disposed between the transmission case portion and the housing, and the seal rings are disposed at both sides of the annular flow passage in the axial direction of the side gear.

Preferably, the horizontal shaft comprises a positioning pin hole and an oil inlet hole, the positioning pin hole and the oil inlet hole are respectively arranged at two ends of the horizontal shaft in the axial direction, and the positioning pin hole and the oil inlet hole are symmetrically arranged about the axis of the side gear;

the straight shaft is in pin joint with the transmission shell part through the positioning pin hole, and the straight shaft is communicated with the annular runner through the oil inlet hole.

Preferably, the lubrication fluid flow path includes a connection portion and an outflow portion that are communicated with each other, the connection portion extends along an axial direction of the linear shaft, the outflow portion extends along a radial direction of the linear shaft, and an opening formed by the outflow portion on a surface of the linear shaft is the oil path outlet.

Preferably, a missing part is arranged on the side surface of the straight shaft, and the missing part is arranged corresponding to the oil path outlet, so that each oil path outlet is arranged in the missing part.

Preferably, on any cross section perpendicular to the axial direction of the straight shaft, the cross section area of the straight shaft is 10-20 times that of the pattern formed by the connecting portion.

Preferably, the differential assembly includes two of the planetary gears, the two planetary gears are symmetrically disposed about an axis of the side gear, and the outflow portion is disposed in correspondence with the planetary gears.

Preferably, the gear shifting device further comprises a gear shifting executing assembly, a synchronizer, an input shaft, a first gear and a second gear, wherein the first gear, the synchronizer and the second gear are sleeved on the input shaft, and the first gear, the synchronizer and the second gear are sequentially arranged along the axis direction of the input shaft;

and the gear shifting execution assembly is in transmission connection with the synchronizer so as to control the synchronizer to be in butt joint with the first gear or the second gear.

Preferably, the shift execution assembly comprises a shift driving part and a shifting fork part which are in transmission connection with each other, the shifting fork part is arranged parallel to the input shaft, and the shifting fork part is in transmission connection with the synchronizer so as to drive the synchronizer to move along the input shaft.

Preferably, the gear shift execution assembly further comprises a driving gear and an idler gear, the driving gear is coaxially arranged with the gear shift driving part, and the shifting fork part is provided with a transmission tooth capable of being meshed with the idler gear.

Preferably, the shift fork portion is a ball screw shift fork.

Preferably, the transmission device further comprises an intermediate shaft assembly, wherein the intermediate shaft assembly is arranged between the input shaft and the differential mechanism assembly, and the first gear or the second gear is in transmission connection with the transmission shell part through the intermediate shaft assembly.

Preferably, the transmission shell part comprises a shell body and a transmission gear ring, the transmission gear ring is arranged on the outer side of the shell body, the transmission gear ring and the side gear are coaxially arranged, and the transmission shell part is in transmission connection with the intermediate shaft assembly through the transmission gear ring.

According to a second aspect of the present application, a vehicle is provided, which includes a speed reducer according to any of the above-mentioned aspects, so that all the beneficial technical effects of the speed reducer are provided, and further description is omitted herein.

Compared with the prior art, the beneficial effects of this application are:

the application provides a reduction gear through setting up lubricated liquid runner on a word axle, set up the oil circuit import on the casing, and the junction between planetary gear and a word axle sets up the oil circuit export, and make lubricated liquid runner respectively with oil circuit import and oil circuit export intercommunication, so, through the oil circuit import on the casing, just can get into the differential mechanism assembly with lubricated liquid via lubricated liquid runner and oil circuit import in proper order, in order to lubricate the planetary gear of differential mechanism assembly, the lubrication effect of differential mechanism assembly has been improved effectively, and then the life of differential mechanism assembly has been improved, the sintering phenomenon can appear even to the planetary gear of differential mechanism assembly has effectively been avoided. Through calculation, the speed reducer provided by the scheme can achieve the comprehensive efficiency of CLTC (fully called as China Light-duty Vehicle Test Cycle) of 98% through the lubricating means.

In order to make the above objects, features and advantages of the present application more comprehensible, preferred embodiments accompanied with figures are described in detail below.

Drawings

In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic cross-sectional structure of a speed reducer according to an embodiment of the present application;

FIG. 2 is a schematic cross-sectional view of a differential assembly provided in an embodiment of the present application;

FIG. 3 is a schematic diagram of an axial measurement structure of a horizontal axis according to an embodiment of the present disclosure;

fig. 4 is a schematic diagram of an internal axial structure of a speed reducer according to an embodiment of the present disclosure;

FIG. 5 is an enlarged schematic view of the speed reducer at A provided in FIG. 4;

FIG. 6 is a schematic view of a further internal shaft-measuring structure of a reduction gear provided in an embodiment of the present application;

fig. 7 is a schematic side view of a speed reducer according to an embodiment of the present disclosure;

fig. 8 is a schematic view of the cut-out structure obtained by cutting the decelerator provided in fig. 7 along the direction B-B.

Reference numerals:

11-a straight shaft; 111-a deficiency; 12-a lubricating fluid flow passage; 121-a connection; 122-outflow; 123-an oil inlet hole; 124-an oil circuit outlet; 125-dowel holes; 13-planetary gears; 14-side gears; 15-a transmission housing part; 151-a shell body; 1511-a liquid injection runner; 152-a drive ring gear; 16-annular flow channels; 17-a sealing ring; 18-fixing pins; 2-a housing; 21-a front shell; 22-rear shell; 221-an oil way inlet; 31-a shift drive; 321-a drive gear; 322-idler; 33-a fork part; 331-driving teeth; 34-synchronizer; 4-an input shaft; 5-a first gear; 6-a second gear; 7-an intermediate shaft assembly; 70-an intermediate shaft; 71-a first gear; 72-a second gear; 73-intermediate gear.

Detailed Description

The following description of the embodiments of the present application will be made apparent and fully in view of the accompanying drawings, in which some, but not all embodiments of the invention are shown.

The components of the embodiments of the present application, as generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application.

All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.

In the description of the present application, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of description of the present application and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present application, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art in a specific context.

A decelerator and a vehicle according to some embodiments of the present application are described below with reference to fig. 1 to 8.

Referring to fig. 1 to 8, the embodiment of the first aspect of the present application provides a speed reducer comprising a differential assembly including a planetary gear 13, a spool 11, and a side gear 14, the planetary gear 13 being disposed on the outer side of the spool 11, the side gear 14 being disposed on both sides of the spool 11 and meshing with the planetary gear 13, and a housing 2. The linear shaft 11 is provided with a lubrication fluid flow passage 12, and an oil passage outlet 124 communicated with the lubrication fluid flow passage 12 is arranged at the joint of the planetary gear 13 and the linear shaft 11. The housing 2 is provided with an oil passage inlet 221, and the lubricating liquid flow passage 12 communicates with the oil passage inlet 221.

According to the speed reducer provided by the technical characteristics, the lubricating liquid flow channel 12 is arranged on the linear shaft 11, the oil channel inlet 221 is arranged on the shell 2, the oil channel outlet 124 is arranged at the joint of the planetary gear 13 and the linear shaft 11, and the lubricating liquid flow channel 12 is respectively communicated with the oil channel inlet 221 and the oil channel outlet 124, so that lubricating liquid can sequentially enter the differential assembly through the lubricating liquid flow channel 12 and the oil channel inlet 221 through the oil channel inlet 221 on the shell 2, so that the planetary gear 13 of the differential assembly is lubricated, the lubricating effect of the differential assembly is effectively improved, the service life of the differential assembly is further prolonged, and even the sintering phenomenon of the planetary gear 13 of the differential assembly is effectively avoided. Through calculation, the speed reducer provided by the scheme can achieve the comprehensive efficiency of CLTC (fully called as China Light-duty Vehicle Test Cycle) of 98% through the lubricating means.

Preferably, as shown in fig. 1 and 2, the differential assembly generally includes two side gears 14, the two side gears 14 being disposed on either side of a spool 11 and respectively engaged with planetary gears 13 to achieve differential power output for the left and right axle shafts. Wherein the axes of the two side gears 14 coincide with each other.

Alternatively, as shown in fig. 7 and 8, the housing 2 may include a front case 21 and a rear case 22, both of which are fastened to each other to form a seating space in which the differential assembly, a shift execution assembly described below, the synchronizer 34, the input shaft 4, the first gear 5, the second gear 6, and the like are all disposed.

Preferably, as shown in fig. 7, the oil passage inlet 221 may be provided to the rear case 22.

Preferably, as shown in fig. 1, 2 and 4 to 6, the differential assembly may further include a transmission housing portion 15, the above-mentioned linear shaft 11 is fixedly disposed in the transmission housing portion 15, a portion of the transmission housing portion 15 is embedded in the housing 2, an annular flow channel 16 is disposed outside a portion of the transmission housing portion 15 embedded in the housing 2, the annular flow channel 16 is coaxially disposed with the side gear 14, and both the lubricating fluid flow channel 12 and the oil channel inlet 221 are communicated through the annular flow channel 16, so that, when the transmission housing portion 15 is driven to rotate by the intermediate shaft assembly 7, the annular flow channel 16 is always partially butted with the above-mentioned oil channel inlet 221, so that the oil channel inlet 221 fixedly disposed in the rear housing 22 is always communicated with the rotating transmission housing portion 15.

It should be noted that, the portion of the transmission casing portion 15 is embedded in the casing 2, which may be understood that a groove capable of accommodating the portion of the transmission casing portion 15 embedded in the casing 2 is provided on the casing 2, so as to ensure the structural compactness of the speed reducer.

Preferably, as shown in fig. 1, 2 and 4 to 6, the transmission case 15 may include a case body 151 and a transmission gear ring 152, and the transmission gear ring 152 is disposed at an outer side of the case body 151 to achieve power transmission of the differential assembly. The case body 151 may form a receiving space in which the side gears 14, the planetary gears 13, and the linear shaft 11 may be disposed to provide a stable and independent space for the transmission of the differential assembly.

Preferably, as shown in fig. 5 and 6, the case body 151 may have a cylindrical shape, and an axis of the case body 151 may coincide with an axis of the side gear 14. Correspondingly, as shown in fig. 6, the transmission gear ring 152 may be sleeved outside the case body 151, in other words, the transmission gear ring 152 may be disposed coaxially with the side gear 14.

Optionally, the transmission gear ring 152 is detachably connected with the housing body 151, so as to ensure the replaceability and maintainability of the transmission gear ring 152 and the housing body 151, and effectively reduce maintenance cost. For example, as shown in fig. 1 and 2, the outer side of the case body 151 may be provided with a flange, and the driving gear ring 152 may be bolted to the flange.

Alternatively, as shown in fig. 2, the annular flow passage 16 may be disposed at an end of the case body 151 near the rear case 22, and the annular flow passage 16 may be an annular groove surrounding the outer circumference of the case body 151. However, the annular flow passage 16 is not limited to the annular groove, and may be formed by two annular projections arranged side by side on the outer side of the housing body 151, for example, as long as an annular passage through which the lubricant flows into the below-described injection flow passage 1511 is provided on the outer side of the housing body 151.

Preferably, as shown in fig. 1 and 2, the differential assembly further includes at least two sealing rings 17, the sealing rings 17 are disposed between the transmission case portion 15 and the housing 2, and the sealing rings 17 are disposed on both sides of the annular flow passage 16 in the axial direction of the side gear 14, so as to prevent the lubrication fluid in the annular oil passage from seeping out from the annular flow passage 16, and ensure the tightness of the annular flow passage 16.

Preferably, as shown in fig. 2 and 5, the transmission case 15 is provided with a liquid injection passage 1511, one end of the liquid injection passage 1511 communicates with the annular flow passage 16, and the other end of the liquid injection passage 1511 communicates with the oil inlet hole 123.

In the embodiment, as shown in fig. 1 and 2, the above-mentioned in-line shaft 11 is preferably disposed perpendicularly to the direction of the axis of the above-mentioned side gear 14. One end of the spool 11 is provided with a registration pin hole 125 penetrating the spool 11 in the direction of the axis of the side gear 14. The differential assembly may further include a fixing pin 18, where the fixing pin 18 penetrates through the locating pin hole 125 and is clamped on the housing body 151, so as to achieve a fixed connection between the spool 11 and the housing body 151.

Preferably, as shown in fig. 1 to 3, the above-mentioned spool 11 may include an oil inlet hole 123, and the oil inlet hole 123 may be respectively communicated with the above-mentioned fluid injection passage 1511 and the lubricating fluid passage 12.

Preferably, as shown in fig. 1 to 3, the oil inlet hole 123 and the positioning pin hole 125 may be respectively disposed at two ends of the axis direction of the linear shaft 11, and the positioning pin hole 125 and the oil inlet hole 123 may be symmetrically disposed about the axis of the side gear 14, so as to ensure the rotation stability of the linear shaft 11, and avoid the linear shaft 11 from being biased at one side in the process of rotating with the axis of the side gear 14 as the axis, so that the linear shaft 11 is staggered, and thus the meshing of the planetary gear 13 and the side gear 14 is affected.

Further, as shown in fig. 1 and 2, the differential assembly may include two planetary gears 13, and the two planetary gears 13 are symmetrically disposed about the axis of the side gears 14, so that not only is the stability of the power transmission of the two side gears 14 improved, but also the rotational stability of the spool 11 is further ensured, and the spool 11 is prevented from being biased on one side during rotation about the axis of the side gears 14.

Preferably, as shown in fig. 1 to 3, the lubricating-fluid flow passage 12 may include a connection portion 121 and an outflow portion 122 that communicate with each other. The connection portion 121 extends along the axial direction of the linear shaft 11, the outflow portion 122 extends along the radial direction of the linear shaft 11, and the opening formed on the surface of the linear shaft 11 by the outflow portion 122 is the oil path outlet 124.

Preferably, as shown in fig. 1 and 2, the outflow portions 122 may penetrate the one-word shaft 11 along the radial direction of the one-word shaft 11, in other words, each of the outflow portions 122 may form two oil path outlets 124 opposite to each other on the one-word shaft 11, which not only effectively improves the outflow efficiency of the lubricating fluid, but also improves the uniformity of the distribution of the lubricating fluid along the circumferential direction of the one-word shaft 11, and further improves the lubrication effect of the differential assembly.

Note that, fig. 1 to 3 above show an example in which only one outflow portion 122 is provided at the connection between the planetary gear 13 and the spool 11, but not limited thereto, and a plurality of outflow portions 122 may be provided at the connection between the planetary gear 13 and the spool 11 as long as the bending strength of the spool 11 can be ensured, and the plurality of outflow portions 122 may be uniformly distributed in the circumferential direction of the spool 11.

Correspondingly, the outflow portion 122 may be provided corresponding to both of the planetary gears 13. As shown in fig. 1 to 3, an example in which the number of the planetary gears 13 is two is shown, and correspondingly, the portions of the one-word shaft 11 connected to the two planetary gears 13 may each be provided with the outflow portion 122.

Preferably, as shown in fig. 1 to 3, the side surface of the linear shaft 11 is provided with a missing part 111, and the missing part 111 is arranged corresponding to the oil path outlets 124, so that each oil path outlet 124 is arranged in the missing part 111, and thus, the missing part 111 forms a gap at the connection position of the linear shaft 11 and the planetary gear 13, so that the lubricating liquid flows out from the connection position of the linear shaft 11 and the planetary gear 13.

Preferably, as shown in fig. 1, the above-mentioned lacking portion 111 may extend from the junction of the linear shaft 11 and the planetary gears 13 to the side where the axis of the side gear 14 is located, and the lacking portion 111 extends to the side where the axis of the side gear 14 is located beyond the one end of the planetary gears 13 near the axis of the side gear 14, so that the lubrication fluid can be effectively guided to the side gear 14, further improving the lubrication effect.

Referring to fig. 3, which shows an example in which the lacking portions 111 correspond one-to-one to the number of the oil passage outlets 124, the lacking portions 111 form guide grooves extending in the axial direction of the spool 11. However, the present invention is not limited thereto, and a plurality of oil passage outlets may be provided in one of the cutouts, as long as the oil passage outlets can be provided in the cutout, and for example, the cutout may be a circumferential groove provided along the circumferential direction of the linear axis.

Preferably, on a cross section perpendicular to the axial direction of the spool 11, the cross-sectional area of the spool 11 is 10 to 20 times the area of the pattern formed by the connection portion 121, so that not only the bending strength of the spool 11 but also the flow rate of the lubricating liquid can be ensured.

In an embodiment, as shown in fig. 1, 4 and 6, the above-described speed reducer may further include a shift execution assembly, a synchronizer 34, an input shaft 4, a first-gear 5 and a second-gear 6. Wherein, the first gear 5, the synchronizer 34 and the second gear 6 are all sleeved on the input shaft 4, and the three are sequentially arranged along the axial direction of the input shaft 4. The shift actuating assembly is in driving connection with the synchronizer 34 to control the synchronizer 34 to interface with the first gear 5 or with the second gear 6. In this way, the synchronizer 34 is arranged on the input shaft 4, so that inertia during synchronization can be reduced, the service life of the synchronizer 34 is prolonged, the arrangement of a transmission structure of the speed reducer is facilitated, the height of the speed reducer is effectively reduced, and the synchronizer 34 is directly arranged between the first gear 5 and the second gear 6, so that the size of the speed reducer in the axial direction of the input shaft 4 can be effectively shortened, and the speed reducer is compact in structure.

Preferably, as shown in fig. 1, both ends of the input shaft 4 may be provided to the front case 21 and the rear case 22 via bearings, respectively, not only ensuring the rotatability of the input shaft 4, but also further ensuring the compactness between the input shaft 4 and the housing 2.

Preferably, as shown in fig. 1 and 6, the above-mentioned shift execution assembly may include a shift driving part 31 and a shift fork part 33 which are in transmission connection with each other, the shift fork part 33 being disposed parallel to the input shaft 4, the shift fork part 33 being in transmission connection with the synchronizer 34 to drive the synchronizer 34 to move along the input shaft 4, and to realize switching of the synchronizer 34 between the first gear 5 and the second gear 6.

Alternatively, both the first-stage gear 5 and the second-stage gear 6 are rotatably fitted outside the input shaft 4 (i.e., both the first-stage gear 5 and the second-stage gear 6 are capable of freely rotating relative to the input shaft 4 in the circumferential direction of the input shaft 4). For example, a spline extending along the axial direction of the input shaft 4 may be disposed between the synchronizer 34 and the input shaft 4, so that both the synchronizer 34 and the input shaft 4 can be slidably connected in the axial direction of the input shaft 4, and both the synchronizer 34 and the input shaft 4 can be relatively fixed in the circumferential direction of the input shaft 4, so that when a gear is engaged, the input shaft 4 drives the synchronizer 34 to rotate, the fork portion 33 pulls the synchronizer 34 to slide along the input shaft 4, and is in butt joint with the first gear 5, the first gear 5 is fixedly clamped with the synchronizer 34, the first gear 5 is driven by the synchronizer 34 to rotate, so that the first gear 71 of the intermediate shaft 70 is driven by the first gear 5 to rotate, and then the intermediate gear 73 drives the transmission gear ring 152 to rotate, so as to transmit power to the differential assembly. Similarly, the operation and principle of the second gear are similar to those of the first gear, and will not be repeated.

Preferably, as shown in fig. 1, the fork part 33 may be a ball screw fork, which realizes axial movement and integrated fork function, and has the characteristics of high integration level, rapid response, accurate control, small volume, high axial bearing capacity, and the like. Meanwhile, the ball screw can flexibly design axial travel according to actual requirements, and is suitable for different arrangement schemes. Alternatively, as shown in fig. 1, both ends of the ball screw fork are respectively connected with the front case 21 and the rear case 22, so as to further improve the integration level of the decelerator.

It should be noted that the ball screw fork is a conventional structure in the art and will not be described herein.

Preferably, as shown in fig. 1, the ball screw fork may be provided with a driving tooth 331, and the shift driving part 31 may be in driving connection with the driving tooth 331.

Preferably, as shown in fig. 1 and 6, the shift execution assembly may further include a driving gear 321 and an idler gear 322, wherein the driving gear 321 is coaxially disposed with the shift driving portion 31, and the shift driving portion 31 is meshed with the transmission gear 331 via the idler gear 322, so that, in the first aspect, power is transmitted between the ball screw fork and the shift driving portion 31 via two-stage gears, and torque of the shift driving portion 31 can be effectively amplified; in the second aspect, the size of the gear shifting execution assembly can be effectively reduced, the space of the speed reducer is further compressed, and the structural compactness of the speed reducer is improved; in the third aspect, the structure of the speed reducer can be flexibly designed through the adjustment of the idle wheel 322 and the center distance, so that the structure of the speed reducer can adapt to different structural space sizes, and the speed reducer has arrangement flexibility.

Alternatively, the shift driving part 31 may be a rotary motor which may be embedded in the front case 21 to further improve the compactness of the reduction gear.

Preferably, as shown in fig. 1, 4 and 6, the above-mentioned speed reducer may further include an intermediate shaft assembly 7, where the intermediate shaft assembly 7 is disposed between the input shaft 4 and the differential assembly, and the synchronizer 34 is in driving connection with the transmission casing 15 via the intermediate shaft assembly 7, so that the shafting stress of the speed reducer is more balanced, which is beneficial for improving the service life of the speed reducer.

Alternatively, as shown in fig. 6, the intermediate shaft assembly 7 may include an intermediate gear 73 and an intermediate shaft 70, where the intermediate gear 73 is sleeved on the intermediate shaft 70, and the intermediate shaft assembly 7 is in driving connection with the transmission gear ring 152 via the intermediate gear 73.

Alternatively, as shown in fig. 6, the intermediate shaft assembly 7 may further include a first gear 71 and a second gear 72, where the first gear 71 and the second gear 72 are respectively sleeved on the intermediate shaft 70 and disposed on two sides of the intermediate gear 73, and the first gear 5 is meshed with the first gear 71, and when the synchronizer 34 is abutted with the first gear 5, the first gear 71 is driven to rotate by the first gear 5, so as to drive the intermediate shaft 70 to rotate, and then drive the intermediate gear 73 to drive the transmission gear ring 152 to rotate at a first gear speed. Similarly, the second gear 6 is meshed with the second gear 72, and when the synchronizer 34 is in butt joint with the second gear 6, the second gear 6 drives the second gear 72 to rotate, so as to drive the intermediate shaft 70 to rotate, and further drive the intermediate gear 73 to drive the transmission gear ring 152 to rotate at the second gear speed.

Wherein, the first gear 71, the second gear 72 and the intermediate gear 73 can be relatively fixed relative to the input shaft 4 in the circumferential direction of the input shaft 4, so as to facilitate the power transmission of the intermediate shaft assembly 7.

The embodiment of the second aspect of the present application further provides a vehicle, including the speed reducer according to any one of the embodiments, so that the speed reducer has all the beneficial technical effects, and will not be described herein.

Alternatively, the vehicle may be an electric vehicle.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and not for limiting the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some or all of the technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions from the scope of the technical solutions of the embodiments of the present application.

Claims

1. The speed reducer is characterized by comprising a differential mechanism assembly and a shell, wherein the differential mechanism assembly comprises a planetary gear, a straight shaft and a half shaft gear, the planetary gear is sleeved on the outer side of the straight shaft, and the half shaft gear is arranged on one side of the straight shaft and meshed with the planetary gear;

the shell is provided with an oil way inlet, and the lubricating liquid runner is communicated with the oil way inlet;

the differential mechanism assembly further comprises a transmission shell part, the linear shaft is fixedly arranged in the transmission shell part, a part of the transmission shell part is embedded in the shell, an annular flow passage is arranged on the outer side of the part of the transmission shell part embedded in the shell, the annular flow passage and the side gear are coaxially arranged, and the lubricating liquid flow passage and the oil way inlet are communicated through the annular flow passage;

the differential assembly further comprises at least two sealing rings, wherein the sealing rings are arranged between the transmission shell part and the shell, and the sealing rings are arranged on two sides of the annular runner in the axial direction of the half-shaft gear;

the horizontal shaft comprises a positioning pin hole and an oil inlet hole, the positioning pin hole and the oil inlet hole are respectively arranged at two ends of the horizontal shaft in the axial direction, and the positioning pin hole and the oil inlet hole are symmetrically arranged relative to the axis of the half-shaft gear;

the straight shaft is in pin joint with the transmission shell part through the positioning pin hole, and the straight shaft is communicated with the annular flow passage through the oil inlet hole;

the lubricating fluid channel comprises a connecting part and an outflow part which are communicated with each other, the connecting part extends along the axial direction of the straight shaft, the outflow part extends along the radial direction of the straight shaft, and an opening formed on the surface of the straight shaft by the outflow part is the oil way outlet.

2. The speed reducer according to claim 1, wherein a missing portion is provided on a side surface of the linear shaft, the missing portion being provided corresponding to the oil passage outlet, such that each of the oil passage outlets is provided in the missing portion.

3. The speed reducer according to claim 1, wherein a cross-sectional area of the spool is 10 to 20 times an area of a pattern formed by the connecting portion in any cross-section perpendicular to an axial direction of the spool.

4. The speed reducer of claim 1, wherein the differential assembly includes two of the planetary gears, the two planetary gears being symmetrically disposed about an axis of the side gears, the outflow portion being disposed in correspondence with the planetary gears.

5. The speed reducer according to any one of claims 1 to 4, further comprising a shift execution assembly, a synchronizer, an input shaft, a first gear and a second gear, all of which are sleeved on the input shaft, and which are sequentially arranged along an axial direction of the input shaft;

6. A reducer according to claim 5, wherein the shift actuating assembly comprises a shift drive portion and a fork portion in driving connection with each other, the fork portion being disposed parallel to the input shaft, the fork portion being in driving connection with the synchronizer to drive the synchronizer to move along the input shaft.

7. A reducer according to claim 6, wherein the shift execution assembly further comprises a driving gear and an idler gear, the driving gear being disposed coaxially with the shift drive portion, the fork portion being provided with a transmission tooth capable of meshing with the idler gear.

8. The decelerator of claim 6, wherein the fork portion is a ball screw fork.

9. The speed reducer of claim 5, further comprising an intermediate shaft assembly disposed between the input shaft and the differential assembly, the first gear or the second gear being drivingly connected to the drive housing portion via the intermediate shaft assembly.

10. The speed reducer of claim 9, wherein the transmission housing portion comprises a housing body and a transmission gear ring, the transmission gear ring is disposed on an outer side of the housing body, and the transmission gear ring is disposed coaxially with the side gear, and the transmission housing portion is in transmission connection with the intermediate shaft assembly via the transmission gear ring.

11. A vehicle comprising a decelerator according to any one of claims 1 to 10.