CN112248801A

CN112248801A - Reduction gear, power assembly and vehicle

Info

Publication number: CN112248801A
Application number: CN202011017192.9A
Authority: CN
Inventors: 王克; 胡雄; 唐正义; 钟虎; 黄国栋
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Digital Power Technologies Co Ltd
Priority date: 2020-09-24
Filing date: 2020-09-24
Publication date: 2021-01-22

Abstract

The embodiment of the application provides a reduction gear, power assembly and vehicle, this reduction gear can be applied to electric motor car/electric vehicle, pure electric vehicle, hybrid vehicle, increase form electric vehicle, plug-in hybrid vehicle, new forms of energy vehicle etc. this reduction gear is through the setting of cancellation synchronizer ring, utilize the corner, the control of rotational speed, the gear shift of unpowered impact has been realized, shift stroke and synchronizing time have been shortened, the cost is saved, the problem of adopting synchronizer ring friction to reach synchronous gear shift and arouse that the time of putting into gear is long and the process of putting into gear easily has the impact has been solved.

Description

Reduction gear, power assembly and vehicle

Technical Field

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

Background

The reducer is an independent component consisting of gear transmission, worm transmission and gear-worm transmission which are enclosed in a rigid shell, is commonly used as a transmission device and is applied between a prime mover and a working machine, and mainly has the main functions of reducing the rotating speed and increasing the torque, so the reducer is generally used in transmission equipment with low rotating speed and large torque.

Currently, the reducer mainly comprises: the speed reducer comprises an input shaft and an output shaft, wherein a driving gear is arranged on the input shaft, a driven gear is arranged on the output shaft, the driving gear is meshed with the driven gear, the speed reducer further comprises a synchronizer, the synchronizer is arranged on the output shaft or the input shaft and at least comprises a synchronizing ring, and when the speed reducer is in gear engagement, the synchronizing ring and the driving gear achieve gear engagement when the same rotating speed is achieved through friction.

However, in the above-described reduction gear, when the synchronizing ring and the drive gear are rotated at the same speed, there is a problem that there is a shock during the engagement and the engagement time is long.

Disclosure of Invention

The embodiment of the application provides a speed reducer, a power assembly and a vehicle, realizes the purpose of the speed reducer for gear shifting without power impact, and avoids the arrangement of a synchronizing ring in a synchronizer, thereby reducing the cost of the speed reducer, the power assembly and the vehicle, shortening the gear shifting stroke and the synchronizing time, and saving the gear shifting time.

In a first aspect, an embodiment of the present application provides a speed reducer, including an input shaft and an output shaft, further including:

each group of transmission assemblies comprises a driving gear positioned on the input shaft and a driven gear positioned on the output shaft and meshed with the driving gear;

further comprising: the synchronizer comprises a gear hub, a gear sleeve and at least one combined gear, the combined gear and the gear hub are arranged on the input shaft or the output shaft, the combined gear and the driving gear or the driven gear are synchronous gears, the gear sleeve is connected with the gear hub, and the gear sleeve is arranged on the gear hub in a sliding mode along the axial direction of the input shaft or the output shaft;

and when the gear sleeve slides towards the combined gear, the rotating speeds of the combined gear and the gear sleeve are synchronous, so that the gear sleeve is combined with the combined gear.

The speed reducer provided by the embodiment of the application finishes the setting of the speed reducer without a synchronous ring by canceling the synchronous ring in the synchronizer, when the speed reducer is in gear, the control unit controls the driving motor to adjust the rotating speed according to the received gear engaging instruction, when the rotating speed is adjusted to be proper, the rotating speed of the combined gear which is synchronous with the driving gear or the driven gear is the same as or close to the same as that of the gear sleeve which is sleeved on the input shaft or the output shaft, namely, the synchronization effect is realized, so that the gear sleeve slides towards the combined gear and is smoothly combined with the combined gear, the gear engaging operation is finished, the rotating speed of the combined gear is synchronous with that of the gear sleeve by adjusting the rotating speed of the driving motor, the gear of the speed reducer without power impact is realized, the synchronous ring is prevented from being arranged in the synchronizer, the cost of the speed reducer, the power assembly and the vehicle is reduced, the gear engaging stroke and the synchronizing time, therefore, the speed reducer provided by the embodiment of the application solves the problems that the gear engaging time is long and the impact is easy to exist in the gear engaging process due to the fact that synchronous gear shifting is achieved through friction of the synchronous rings.

In one possible implementation manner, the number of the transmission assemblies is two, and the two groups of transmission assemblies are respectively a first-gear transmission assembly and a second-gear transmission assembly;

the number of the combination gears is two, the two combination gears are respectively a first-gear combination gear and a second-gear combination gear, and the first-gear combination gear and the second-gear combination gear are both positioned on the input shaft or both positioned on the output shaft;

the first gear combination gear and the driving gear or the driven gear in the first gear transmission assembly are synchronous gears, and the second gear combination gear and the driving gear or the driven gear in the second gear transmission assembly are synchronous gears;

the gear hub is located between the first gear combined gear and the second gear combined gear. Therefore, the working mode of the speed reducer is increased, and the application scene of the speed reducer is wider.

In one possible implementation, the first gear transmission assembly includes: the first gear driven gear is positioned on the output shaft and meshed with the first gear driving gear;

the second gear transmission assembly comprises: the second gear driven gear is positioned on the output shaft and meshed with the second gear driving gear;

the first gear combination gear and the first gear driving gear or the first gear driven gear are synchronous gears, and the second gear combination gear and the second gear driving gear or the second gear driven gear are synchronous gears.

In a possible implementation manner, the gear hub, the first gear combination gear and the second gear combination gear are all located on the output shaft, and the gear hub is fixedly connected with the output shaft, the first gear combination gear is fixedly connected with the first gear driven gear, the second gear combination gear is fixedly connected with the second gear driven gear, the first gear driven gear and the first gear combination gear are integrated into a whole, the second gear driven gear and the second gear combination gear are integrated into a whole and are rotationally connected with the output shaft, the first gear driving gear and the second gear driving gear are both fixedly connected with the input shaft, or,

the gear hub, the first gear combination gear and the second gear combination gear are all located on the input shaft, the gear hub is fixedly connected with the input shaft, the first gear combination gear is fixedly connected with a first gear driving gear, the second gear combination gear is fixedly connected with a second gear driving gear, the first gear driving gear and the first gear combination gear are integrated, the second gear driving gear and the second gear combination gear are integrated and rotatably connected with the input shaft, and the first gear driven gear and the second gear driven gear are fixedly connected with the output shaft.

In one possible implementation manner, the method further includes: the gear shifting actuating mechanism is arranged close to the gear sleeve and used for driving the gear sleeve to move so as to enable the gear sleeve to be combined with or separated from the combined gear.

In one possible implementation, the gear sleeve has a slot, and one end of the shift actuator extends into the slot to drive the gear sleeve to move along the axial direction of the output shaft or the input shaft.

In one possible implementation, the shift actuator includes: the shifting fork is used for driving the gear sleeve to move under the driving of the gear shifting motor.

In one possible implementation, the shift actuator further includes: the shifting fork is fixed on the ball screw, and the ball screw is used for driving the shifting fork to move under the driving of the gear shifting motor.

In one possible implementation, the shift actuator further includes: the gear shifting mechanism comprises a worm and a helical gear, wherein the helical gear is fixed on the ball screw, one end of the worm is connected with the gear shifting motor, and the worm is meshed with the helical gear.

In a possible implementation manner, a nut seat is arranged on the ball screw, and the nut seat is used for fixing the shifting fork on the ball screw.

In one possible embodiment, a bearing or a bushing is provided at both ends of the worm, which end faces away from the shift motor, and the ball screw.

In one possible implementation manner, the method further includes: and the sensor is arranged on the output shaft or the input shaft and is used for detecting the rotating speed and the rotating angle of the output shaft or the input shaft.

In one possible implementation manner, the method further includes: a differential and a final drive assembly;

the main reduction drive assembly comprises: the driving gear is arranged on the output shaft, the driving gear is meshed with the driving gear, the driving gear is connected with the differential mechanism, the driving gear is rotatably arranged with the transmission shaft of the differential mechanism, and two ends of the transmission shaft are used for being connected with wheels.

In one possible implementation manner, the method further includes: a housing, the synchronizer and the transmission assembly being disposed within the housing;

two ends of the output shaft and the input shaft are respectively connected with the shell in a rotating way through bearings;

and one end of the input shaft is used for being connected with a driving motor in the vehicle.

A second aspect of an embodiment of the present application provides a power assembly, including at least: the speed reducer comprises a driving motor and any one of the speed reducers, wherein one end of an input shaft of each speed reducer is connected with the driving motor.

A third aspect of the embodiments of the present application provides a vehicle, which at least includes a wheel, a control unit, a driving motor, and any one of the speed reducers mentioned above, wherein an input shaft of the speed reducer is connected to the driving motor, an output shaft of the speed reducer is used for driving the wheel to rotate, and the control unit is connected to the driving motor and a gear shifting motor in the speed reducer;

and when the control unit receives a gear engaging command, the control unit controls the rotating speed of the driving motor to enable the rotating speed of a gear sleeve in the speed reducer to be synchronous with that of the combined gear, and controls the gear shifting motor to start to operate to enable the gear sleeve to be combined with the combined gear.

These and other aspects, embodiments and advantages of the exemplary embodiments will become apparent from the embodiments described hereinafter, taken in conjunction with the accompanying drawings. It is to be understood, however, that the description and drawings are only for purposes of illustration and are not intended as a definition of the limits of the embodiments of the application, for which reference should be made to the appended claims. Additional aspects and advantages of embodiments of the present application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of embodiments of the present application. Furthermore, the aspects and advantages of the embodiments of the present application may be realized and attained by means of the instrumentalities and combinations particularly pointed out in the appended claims.

Drawings

Fig. 1 is a schematic structural diagram of a speed reducer, a driving motor and a wheel according to an embodiment of the present application;

FIG. 2 is a schematic diagram illustrating a transmission state of a retarder according to an embodiment of the present application when the retarder is in neutral;

FIG. 3 is a schematic diagram illustrating a transmission state of a reducer according to an embodiment of the present application when the reducer is driven in first gear;

FIG. 4 is a schematic illustration of a transmission state of a speed reducer provided by an embodiment of the present application when the speed reducer is driven in a reverse gear;

FIG. 5 is a schematic structural diagram of a reducer, a driving motor and a wheel according to an embodiment of the present disclosure;

FIG. 6 is a schematic diagram illustrating a transmission state of a retarder according to an embodiment of the present application when the retarder is in neutral;

FIG. 7 is a schematic diagram illustrating a transmission state of a reducer according to an embodiment of the present application when the reducer is driven in first gear;

FIG. 8 is a schematic illustration of a transmission state of a speed reducer provided by an embodiment of the present application in reverse drive;

FIG. 9 is a schematic structural diagram of a reducer, a driving motor and a wheel according to an embodiment of the present application;

fig. 10 is a schematic perspective view illustrating a gear shift actuating structure in a speed reducer according to an embodiment of the present application;

fig. 11 is a schematic structural diagram of a reduction gear provided in an embodiment of the present application when a gear shift actuating structure is not installed;

FIG. 12 is a schematic diagram illustrating a synchronizer and first and second driven gears of a reducer according to an embodiment of the present disclosure;

FIG. 13 is a schematic cross-sectional view illustrating a synchronizer and first and second driven gears of a speed reducer according to an embodiment of the present disclosure;

FIG. 14 is a schematic cross-sectional view illustrating a structure of a sleeve gear and a first-gear combination gear and a second-gear combination gear of a synchronizer in a speed reducer according to an embodiment of the present disclosure;

fig. 15 is a schematic structural diagram illustrating a gear shift actuating structure mounted in a speed reducer according to an embodiment of the present application;

FIG. 16 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application in neutral;

FIG. 17 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application when driven in first gear;

FIG. 18 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application when driving in second gear;

FIG. 19 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application during reverse drive;

FIG. 20 is a schematic structural diagram of a reducer, a driving motor and a wheel according to an embodiment of the present disclosure;

FIG. 21 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application in neutral;

FIG. 22 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application when driven in first gear;

FIG. 23 is a schematic diagram illustrating a transmission state of a retarder according to an embodiment of the present application when driving in second gear;

FIG. 24 is a schematic illustration of a transmission state of a retarder according to an embodiment of the present application in reverse drive;

FIG. 25 is a schematic structural diagram of a vehicle powered in a forward drive mode according to an embodiment of the present application;

FIG. 26 is a schematic structural diagram of a vehicle driven by a rear drive according to an embodiment of the present disclosure;

fig. 27 is a schematic structural diagram of a vehicle driven by front and rear four wheels according to an embodiment of the present application.

Description of reference numerals:

100-a drive motor; 200-a wheel; 200 a-front wheels; 200 b-rear wheels; 300-a reducer;

10-an input shaft; 20-an output shaft; 30-a transmission assembly; 31-a drive gear; 32-a driven gear; 30 a-first gear transmission assembly; 31 a-first gear driving gear; 32 a-first gear driven gear; 31 b-a second gear driving gear; 32 b-second gear driven gear; 30 b-second gear transmission component; 40-a synchronizer; 41-gear sleeve; 411-card slot; 412. 431-angle of engagement; 42-gear hub; 43-a coupling gear; 43 a-first gear combination gear; 43 b-second gear combination gear; 50-a shift actuator; 60-a main reduction transmission assembly; 61-main reduction drive gear; 62-a driving reduction driven gear; 70-a differential; 71-a drive shaft; 80a, 80b, 80c, 80d, 80e, 80f, 57a, 57b, 57 c-bearings.

Detailed Description

The terminology used in the description of the embodiments of the present application is for the purpose of describing particular embodiments of the present application only and is not intended to be limiting of the application, as the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

Common reduction gear includes the synchronous ware, and the synchronous ware includes the synchronizer ring at least, realizes synchronous through synchronizer ring friction to accomplish the engage gear, but when adopting synchronizer ring friction to realize engaging gear, just can engage gear when reaching synchronization owing to need the synchronizer ring friction, cause the engage gear time longer like this, lead to engaging gear in-process power interruption long, engage gear in-process easily exists the impact.

In order to solve the above technical problems, an embodiment of the present application provides a speed reducer 100, which includes a synchronizer that is a synchronizer without a synchronizing ring, and when the speed reducer is engaged, the control unit controls a driving motor to operate at a speed regulated according to a received engaging command, and when the rotational speed of the driving motor is adjusted to a calculated proper rotational speed, a combination gear synchronized with a driving gear or a driven gear is synchronized with the rotational speed of a gear sleeve sleeved on an input shaft or an output shaft, for example, the rotational speed of the combination gear is equal to or close to the same as the rotational speed of the gear sleeve, so that the gear sleeve slides towards the combination gear and is smoothly combined with the combination gear to complete the engagement, thereby implementing the engagement without power impact of the speed reducer, avoiding the setting of the synchronizing ring in the synchronizer, canceling the synchronizing effect of mechanical friction of the synchronizing ring, reducing the cost of the speed reducer, the power assembly and the vehicle, and shortening the engaging stroke and the synchronizing, the speed reducer provided by the embodiment of the application solves the problems that the gear shifting time is long and the impact is easy to exist in the gear shifting process due to the fact that the gear shifting is achieved when the synchronous ring friction is adopted to achieve synchronization.

The reducer provided by the embodiment of the application can be applied to Electric vehicles/Electric Vehicles (EV), Pure Electric vehicles (Pure Electric Vehicle/Battery Electric Vehicle, PEV/BEV for short), Hybrid Electric vehicles (HEV for short), Extended Range Electric vehicles (REEV) and Plug-in Hybrid Electric vehicles (PHEV for short), New Energy vehicles (New Energy Vehicle), motors & drives (Motor & Driver), Power conversion (Power Converter) and the like.

The structure of the speed reducer provided by the embodiment of the present application is described below by way of specific embodiments.

Example one

The speed reducer provided by the embodiment of the application can be a single-gear speed reducer or a two-gear speed reducer, and the embodiment of the application specifically takes the single-gear speed reducer as an example for description.

Referring to fig. 1, the decelerator may include: an input shaft 10 and an output shaft 20, one end of the input shaft 10 is used for connecting with a driving motor 100, the driving motor 100 can drive the input shaft 10 to rotate when rotating, so as to realize transmission, the speed reducer further comprises: at least one set of transmission assemblies 30, in the embodiment of the present application, when the speed reducer is a single-gear speed reducer, the number of the transmission assemblies 30 is one set, and when the speed reducer is a two-gear speed reducer, the number of the transmission assemblies 30 is two sets.

In the embodiment of the present application, referring to fig. 1, the number of the transmission assemblies 30 is one, and each group of the transmission assemblies 30 includes: it should be noted that, in the embodiment of the present application, the driving gear 31 is disposed on the input shaft 10, and when the driven gear 32 is disposed on the output shaft 20, the driving gear 31 is sleeved on the input shaft 10, and the driven gear 32 is sleeved on the output shaft 20.

The reduction gear still includes: the synchronizer 40, as shown in fig. 1, may include a hub 42, a sleeve 41 and at least one engaging gear 43, in the embodiment of the present application, since the speed reducer is a single-gear speed reducer, the number of the engaging gear 43 is one, and when the speed reducer is a two-gear speed reducer, the number of the engaging gear 43 is two.

Wherein the coupling gear 43 and the gear hub 42 are provided on the input shaft 10 or the output shaft 20, for example, as shown in fig. 1, the coupling gear 43 and the gear hub 42 are both provided on the output shaft 20, and of course, in some other examples (see fig. 5), the coupling gear 43 and the gear hub 42 are both provided on the input shaft 10. The coupling gear 43 and the driving gear 31 or the driven gear 32 are synchronous gears, for example, when the coupling gear 43 is disposed on the input shaft 10, the coupling gear 43 is fixedly connected to the driving gear 31 on the input shaft 10, the coupling gear 43 and the driving gear 31 are synchronous gears, when the coupling gear 43 is disposed on the output shaft 20, the coupling gear 43 is fixedly connected to the driven gear 32 on the output shaft 20, and the coupling gear 43 and the driven gear 32 are synchronous gears. The coupling gear 43 and the driving gear 31 or the driven gear 32 may be fixedly connected by a spline.

When the synchronizing gear rotates one of two or more gears, the other gears rotate at the same time and the rotation speed is the same.

The gear sleeve 41 is connected to the gear hub 42, and the gear sleeve 41 is slidably disposed on the gear hub 42 along the axial direction of the input shaft 10 or the output shaft 20, for example, if the gear hub 42 is located on the input shaft 10, the gear sleeve 41 may be slidably disposed on the gear hub 42 along the axial direction of the input shaft 10 (i.e., the left-right direction in fig. 1), and if the gear hub 42 is located on the output shaft 20, the gear sleeve 41 may be slidably disposed on the gear hub 42 along the axial direction of the output shaft 20 (i.e., the left-right direction in fig. 1).

In the embodiment of the present application, when the gear hub 42 is disposed on the input shaft 10 or the output shaft 20, the gear hub 42 and the input shaft 10 or the output shaft 20 are fixedly connected, for example, the gear hub 42 and the input shaft 10 or the output shaft 20 may be fixedly connected by a spline or welding.

It should be noted that, in the embodiment of the present application, when the synchronizer 40 is located on the input shaft 10, the driving gear 31 may be rotatably connected to the input shaft 10, and the driven gear 32 may be fixedly connected to the output shaft 20, and when the synchronizer 40 is located on the output shaft 20, as shown in fig. 1, the driving gear 31 is fixedly connected to the input shaft 10, for example, when the input shaft 10 rotates, the driving gear 31 rotates, the driven gear 32 rotates, the coupling gear 43 rotates synchronously with the driven gear 32, and the coupling gear 43 rotates rotationally connected to the output shaft 20, so that when the gear is not engaged, the driven gear 32 drives the coupling gear 43 to rotate synchronously, but the output shaft 20 does not rotate.

Referring to fig. 1, in the embodiment of the present application, when the speed reducer is shifted, the gear sleeve 41 moves toward the coupling gear 43, and in order to ensure that the gear sleeve 41 is coupled with the coupling gear 43, it is required to ensure that the rotational speeds of the gear sleeve 41 and the coupling gear 43 are synchronized, and it should be noted that, specifically, the rotational speeds of the gear sleeve 41 and the coupling gear 43 are synchronized, for example, may be the same or nearly the same, and in the embodiment of the present application, the rotational speed of the gear sleeve 41 and the coupling gear 43 is adjusted to a suitable rotational speed by controlling the driving motor 100 to rotate at a speed regulated speed, so that the rotational speed of the coupling gear 43 and the gear sleeve 41 is ensured to be the same or nearly the same, so that the gear sleeve 41 can smoothly slide on the coupling gear 43, the gear sleeve 41 is coupled with the coupling gear 43, the shifting is completed, the driving motor 100 is controlled to start to operate, and the input shaft, the driving gear 31, the driven gear 32 and the combination gear 43 all start to rotate, so as to drive the gear sleeve 41, the gear hub 42 and the output shaft 20 to rotate, and complete power output.

It should be noted that, the combination of the gear sleeve 41 and the combining gear 43 is specifically the engagement of the teeth between the gear sleeve 41 and the combining gear 43, and the gear sleeve 41 and the combining gear 43 cannot rotate with each other, but the gear sleeve 41 and the combining gear 43 are coupled with each other, for example, the gear sleeve 41 may move away from the combining gear 43 or move onto the combining gear 43, in this embodiment of the application, for example, the gear sleeve 41 has a tooth structure, and the combining gear 43 also has a tooth slot capable of being inserted into the tooth structure, and the gear sleeve 41 and the combining gear 43 cannot rotate with each other by the cooperation of the tooth structure and the tooth slot, and since the gear sleeve 41 and the combining gear 43 cannot rotate with each other, the gear sleeve 41 may drive the combining gear 43 to rotate when rotating, or the gear sleeve 41 may be driven to rotate when the combining gear 43 rotates.

To sum up, the speed reducer provided by the embodiment of the application avoids the mechanical synchronization of the synchronizing ring, shortens the gear engaging stroke and the synchronizing time, realizes the gear engaging without power impact, and reduces the cost of the speed reducer because the synchronizer 40 does not need to be provided with the synchronizing ring.

In the embodiment of the present application, in order to drive the gear sleeve 41 to slide to realize gear shifting, therefore, referring to fig. 1, the speed reducer further includes: and a shift actuator 50, wherein the shift actuator 50 is disposed adjacent to the gear sleeve 41, and the shift actuator 50 is used for driving the gear sleeve 41 to move so as to combine or separate the gear sleeve 41 with or from the combined gear 43. For example, the shift actuator 50 may drive the sleeve 41 to move toward the coupling gear 43 such that the sleeve 41 is coupled with the coupling gear 43, or the shift actuator 50 may drive the sleeve 41 to move away from the coupling gear 43 such that the sleeve 41 is separated from the coupling gear 43, such that power transmission is interrupted.

The structure of the shift actuator 50 will be described in detail with reference to fig. 10 and the second embodiment.

In the embodiment of the present application, as shown in fig. 1, the method further includes: a differential 70 and a final drive assembly 60, the final drive assembly 60 may include: the driving and driven gear 62 is connected with the differential 70, the driving and driven gear 62 is rotatably arranged with a transmission shaft 71 of the differential 70, and two ends of the transmission shaft 71 are used for being connected with the wheels 200.

The specific structure of the differential 70 may refer to the existing differential 70, and in this embodiment, the working principle and structure of the differential 70 are not described in detail.

In the embodiment of the present application, in order to detect the rotation speed and the rotation angle of the output shaft 20, the present application further includes: a sensor 90, a sensor 90 is arranged on the output shaft 20 and/or the output shaft, referring to fig. 1, the sensor 90 is arranged on the output shaft 20, and the sensor 90 is used for detecting the rotating speed and the rotating angle of the output shaft 20. The sensor 90 is electrically connected to a control unit, and the control unit controls the rotation speed of the drive motor 100 based on the detection of the rotation speed and the rotation angle of the output shaft 20 by the sensor 90. Of course, in some examples, the sensor 90 may be provided on the input shaft 10, and the sensor 90 may also detect the rotation speed and the rotation angle of the input shaft 10. Alternatively, in some examples, sensors 90 may be provided on both the output shaft 20 and the input shaft 10, so that the rotational speed and the rotational angle of the output shaft 20 and the input shaft 10, respectively, may be detected.

In an embodiment of the present application, the speed reducer may further include: a housing (not shown), wherein the synchronizer 40 and the transmission assembly 30 are disposed, and wherein two ends of the output shaft 20 and the input shaft 10 are rotatably connected to the housing through bearings, respectively, for example, two ends of the input shaft 10 are rotatably connected to the housing through a bearing 80a and a bearing 80b, respectively, and two ends of the output shaft 20 are rotatably connected to the housing through a bearing 80c and a bearing 80d, respectively. One end of the input shaft 10 is used to connect with a driving motor 100 of a vehicle. In some examples, the final drive assembly 60 and the differential 70 may be disposed within a housing, with both ends of the drive shaft 71 of the differential 70 being rotatably coupled to the housing via

bearings

80e and 80f, respectively, or in some examples, the differential 70 may be disposed outside the housing, with both ends of the drive shaft 71 of the differential 70 being rotatably coupled to the housing of the differential 70 via

bearings

80e and 80f, respectively.

Fig. 2, 3 and 4 show the transmission states of the retarder shown in fig. 1 in neutral, first gear and reverse gear, respectively, and the respective transmission states of the retarder will now be described with reference to fig. 2-4.

Referring to fig. 2, when the speed reducer is in the neutral state, the gear sleeve 41 is not engaged with the engaging gear 43, so that power transmission is shown by a solid arrow in fig. 2, the driving motor 100 drives the input shaft 10 to rotate, the input shaft 10 drives the driving gear 31 to rotate, the driving gear 31 drives the driven gear 32 and the engaging gear 43 to rotate, but since the driven gear 32 and the engaging gear 43 are respectively and rotatably connected with the output shaft 20, the driven gear 32 and the engaging gear 43 do not drive the output shaft 20 to rotate when rotating synchronously, so that power transmission to the driven gear 32 and the engaging gear 43 is interrupted, the output shaft 20 does not rotate, no power is output, and the wheels 200 are not moved.

Referring to fig. 3, when a gear is required, the user shifts from the neutral gear to the first gear, and the control unit receives the first gear instruction and controls the driving motor 100 to operate at a variable speed according to the first gear instruction, so that the rotation speed of the input shaft 10 reaches a suitable rotation speed for the purpose of synchronizing the rotation speed of the coupling gear 43 with the rotation speed of the gear sleeve 41.

Specifically, since the sleeve 41 and the hub 42 are located on the output shaft 20, and in the neutral state, the rotation speed of the output shaft 20 is zero, and the rotation speed of the input shaft 10 is the rotation speed of the driving motor 100, the rotation speed of the sleeve 41 is zero, but the rotation speed of the coupling gear 43 is not zero, and in this case, in order to synchronize the coupling gear 43 with the rotation speed of the sleeve 41, the rotation speed of the driving motor 100 is controlled to be zero or close to zero, so that the rotation speed of the input shaft 10 is zero or close to zero, so that the rotation speed of the coupling gear 43 is zero or close to zero, and in this case, the coupling gear 43 is synchronized with the rotation speed of the sleeve 41, and the control unit controls the shift actuator 50 to drive the sleeve 41 to move toward the coupling gear 43.

Referring to fig. 3, the gear sleeve 41 is combined with the coupling gear 43 to complete gear shifting, at this time, the control unit controls the driving motor 100 to start operation, as shown by a solid arrow in fig. 3, the input shaft 10 rotates according to an open arrow in fig. 3 to drive the driving gear 31 to rotate, the driving gear 31 drives the driven gear 32 and the coupling gear 43 to synchronously rotate, the coupling gear 43 drives the gear sleeve 41 and the gear hub 42 to rotate and drives the output shaft 20 to rotate, the output shaft 20 drives the driving reduction driving gear 61 to rotate when rotating, the driving reduction driving gear 61 drives the driving reduction driven gear 62 to rotate, the driving reduction driven gear 62 drives the transmission shaft 71 of the differential 70 to rotate, the transmission shaft 71 of the differential 70 drives the wheels 200 to rotate according to the open arrow, and the vehicle runs in a first gear state.

When the first gear needs to be switched to the neutral gear, the control unit receives a neutral gear command and controls the gear shifting executing mechanism 50 to drive the gear sleeve 41 to move away from the combined gear 43, and after the combined gear 43 is separated from the gear sleeve 41, the speed reducer is switched to the neutral gear state, and the power of the neutral gear state can be seen in fig. 2.

Referring to fig. 4, when a user needs to reverse, the user is in a reverse position, the control unit receives a reverse command, the control unit controls the driving motor 100 to adjust the speed according to the reverse command, so that the rotation speed of the input shaft 10 is zero or close to zero, the combination gear 43 is synchronized with the rotation speed of the gear sleeve 41, the control unit controls the shift actuator 50 to drive the gear sleeve 41 to move towards the combination gear 43, as shown in fig. 4, the gear sleeve 41 is combined with the combination gear 43 to complete the gear engagement, at this time, the control unit controls the driving motor 100 to start operation, power transmission is shown by a solid arrow in fig. 4, the driving motor 100 drives the input shaft 10 to rotate in a reverse direction (i.e., the direction opposite to the hollow arrow in fig. 3), the driving gear 31 rotates in the reverse direction, the driving gear 31 drives the driven gear 32 and the combination gear 43 to rotate synchronously, the combination gear 43 drives the gear sleeve, and the output shaft 20 is driven to rotate, the output shaft 20 drives the main reducing driving gear 61 to rotate when rotating, the main reducing driving gear 61 drives the main reducing driven gear 62 to rotate, the main reducing driven gear 62 drives the transmission shaft 71 of the differential mechanism 70 to rotate in the reverse direction, the wheels 200 rotate in the reverse direction, and the reverse direction is realized.

In another embodiment of the present application, referring to fig. 5, the synchronizer 40 is located on the input shaft 10, the coupling gear 43 and the driving gear 31 are synchronous gears, the coupling gear 43 can be fixed on the driving gear 31, the hub 42 is located on the input shaft 10, the driving gear 31 is rotationally connected with the input shaft 10, the driven gear 32 is fixedly connected with the output shaft 20, and the power transmission states of the speed reducer shown in fig. 5 in neutral, first gear and reverse gear are described below with reference to fig. 6, 7 and 8.

Referring to fig. 6, the speed reducer is in a neutral state, the gear sleeve 41 and the coupling gear 43 are in a separated state, the driving motor 100 drives the input shaft 10 to rotate, the gear sleeve 41 and the gear hub 42 rotate along with the input shaft 10, the driving gear 31 does not rotate during the rotation of the input shaft 10 because the input shaft 10 is in rotational engagement with the driving gear 31, the power transmission is interrupted to the gear sleeve 41 as indicated by a solid arrow in fig. 6, the output shaft 20 does not rotate, and the wheel 200 stops rotating.

Referring to fig. 7, when the user engages the first gear from the neutral position, the control unit controls the driving motor 100 to perform a speed-adjusting operation according to the received first gear instruction, so that the input shaft 10 is at a proper rotation speed, specifically, since the output shaft 20 does not rotate during the neutral position, the rotation speed of the coupling gear 43 is zero, and the sleeve gear 41 and the input shaft 10 rotate under the driving of the driving motor 100, so that in order to ensure that the rotation speed of the sleeve gear 41 and the rotation speed of the coupling gear 43 are synchronized, the rotation speed of the sleeve gear 41 needs to be adjusted to zero or close to zero, and thus the rotation speed of the input shaft 10 needs to be adjusted to zero or close to zero, so that the rotation speed of the driving motor 100 is adjusted to zero or close to zero, and thus the synchronization between the sleeve gear 41 and the rotation speed of the coupling gear 43 can be ensured, and the first gear engagement from the neutral position.

In the embodiment of the present application, the gear sleeve 41 and the coupling gear 43 are in a synchronous state (the rotation speed is zero or close to zero), the control unit controls the shift actuator 50 to drive the gear sleeve 41 to move toward the coupling gear 43 and to be coupled with the coupling gear 43 to complete the shift operation, after the shift operation is completed, the control unit controls the driving motor 100 to start operation, the power transmission is as shown by a solid arrow in fig. 7, the driving motor 100 drives the input shaft 10 to rotate, the input shaft 10 rotates, for example, in a hollow arrow direction in fig. 7, the power transmission is as shown by a solid arrow in fig. 7, drives the gear hub 42 and the gear sleeve 41 to rotate, the gear sleeve 41 drives the coupling gear 43 to rotate, the driving gear 31 rotates synchronously when the coupling gear 43 rotates, the driven gear 32 rotates under the driving gear 31 and drives the output shaft 20 to rotate, the main reducing driving gear 61 rotates along with the rotation of the output shaft 20, and drives the driving and driven gear 62 to rotate, the driving and driven gear 62 drives the transmission shaft 71 of the differential 70 to rotate when rotating, the transmission shaft 71 drives the wheels 200 to rotate along the hollow arrow, and the vehicle runs in the first gear state.

When the first gear needs to be switched to the neutral gear, the control unit receives a neutral gear command and controls the gear shifting executing mechanism 50 to drive the gear sleeve 41 to move away from the combined gear 43, and after the combined gear 43 is separated from the gear sleeve 41, the speed reducer is switched to the neutral gear state, and the power of the neutral gear state can be seen in fig. 6.

Referring to fig. 8, when a user needs to reverse, the user is engaged in a reverse position, the control unit receives a reverse command, the control unit controls the driving motor 100 to operate at a speed-regulated speed according to the reverse command, so that the rotation speed of the input shaft 10 is at a suitable rotation speed, specifically, before the reverse gear is engaged, the speed reducer is often in a neutral position, therefore, when switching from the neutral position to the reverse position, since the output shaft 20 does not rotate at the neutral position, the rotation speed of the coupling gear 43 is zero, and the sleeve 41 and the input shaft 10 rotate by the driving of the driving motor 100, in order to ensure that the rotational speed of the sleeve 41 is synchronized with the rotational speed of the coupling gear 43, it is necessary to adjust the rotational speed of the sleeve 41 to zero or close to zero, and thus it is necessary to adjust the rotational speed of the input shaft 10 to zero or close to zero, the speed-regulating operation of the driving motor 100 is specifically to regulate the rotation speed of the driving motor 100 to zero or close to zero, so that the synchronization of the rotation speeds of the gear sleeve 41 and the coupling gear 43 can be ensured.

When the gear sleeve 41 is synchronized with the rotation speed of the coupling, the control unit controls the shift actuator 50 to drive the gear sleeve 41 to move towards the coupling gear 43, as shown in fig. 8, the gear sleeve 41 is coupled with the coupling gear 43 to complete the gear engagement, at this time, the control unit controls the driving motor 100 to start operation, power transmission is shown by a solid arrow in fig. 8, the driving motor 100 drives the input shaft 10 to rotate in the reverse direction (i.e. to rotate in the direction opposite to the hollow arrow in fig. 7), the input shaft 10 drives the gear hub 42 and the gear sleeve 41 to rotate in the reverse direction, the gear sleeve 41 drives the coupling gear 43 to rotate, the driving gear 31 drives the driven gear 32 to rotate when the coupling gear 43 rotates, the driving gear 31 drives the driven gear 32 to rotate, the driven gear 32 drives the output shaft 20 to rotate, the driving gear 61 drives the driving gear 62 to rotate when the output shaft 20 rotates, the driving gear 62 drives the driving gear 71 of, the wheels 200 rotate in opposite directions to reverse the vehicle.

Example two

The differences from the above embodiment are: the reduction gear that this application embodiment provided is two grades of reduction gears, through setting up the reduction gear into two grades of reduction gears, has increased the mode of reduction gear.

Referring to fig. 9, the number of the transmission assemblies 30 is two, the two transmission assemblies 30 are a first gear transmission assembly 30a and a second gear transmission assembly 30b, respectively, and the first gear transmission assembly 30a includes: a first-gear driving gear 31a on the input shaft 10, and a first-gear driven gear 32a on the output shaft 20 and engaged with the first-gear driving gear 31, the second-gear transmission assembly 30b includes: a second driving gear 31b provided on the input shaft 10, and a second driven gear 32b provided on the output shaft 20 and engaged with the second driving gear 31 b. The gear ratio between the first-gear driving gear 31a and the first-gear driven gear 32a is different from the gear ratio between the second-gear driving gear 31b and the second-gear driven gear 32 b.

The number of the coupling gears 43 is two, the two coupling gears 43 are a first-gear coupling gear 43a and a second-gear coupling gear 43b, the first-gear coupling gear 43a and the second-gear coupling gear 43b are both located on the input shaft 10 or both located on the output shaft 20, the first-gear coupling gear 43a and the first-gear driving gear 31a or the first-gear driven gear 32a are synchronous gears, the second-gear coupling gear 43b and the second-gear driving gear 31b or the second-gear driven gear 32b are synchronous gears, and the hub 42 is located between the first-gear coupling gear 43a and the second-gear coupling gear 43 b.

For example, referring to fig. 9, the gear hub 42, the first gear combining gear 43a and the second gear combining gear 43b are all located on the output shaft 20, the gear hub 42 is fixedly connected with the output shaft 20, the first gear combining gear 43a is fixedly connected with the first gear driven gear 32a, the first gear combining gear 43a and the first gear driven gear 32a are synchronous gears, the second gear combining gear 43b is fixedly connected with the second gear driven gear 32b, the second gear combining gear 43b and the second gear driven gear 32b are synchronous gears, the first gear driven gear 32a, the second gear driven gear 32b, the first gear combining gear 43a and the second gear combining gear 43b are all rotationally connected with the output shaft 20, specifically, the first gear driven gear 32a and the first gear combining gear 43a are fixed in an integral structure and rotationally connected with the output shaft 20, the second gear driven gear 32b and the second gear combining gear 43b are fixed in an integral structure and rotationally connected with the output shaft 20, the first gear driving gear 31a and the second gear driving gear 31b are fixedly connected to the input shaft 10.

When the gear shift actuating mechanism 50 drives the gear sleeve 41 to be combined with the first-gear combination gear 43a, the first-gear shift is completed, the speed reducer works in a first-gear mode, when the gear shift actuating mechanism 50 drives the gear sleeve 41 to be combined with the second-gear combination gear 43b, the second-gear shift is completed, the speed reducer works in a second-gear mode, and when the gear sleeve 41 is separated from the first-gear combination gear 43a and the second-gear combination gear 43b, the speed reducer works in a neutral state.

In the embodiment of the present application, referring to fig. 10, the shift actuator 50 may include: the shifting fork 52 and the shifting motor 51, the shifting fork 52 is used for driving the gear sleeve 41 to move under the driving of the shifting motor 51, the shifting motor 51 and the driving motor 100 are both connected with a control unit, for example, when the control unit receives a shifting command, the control unit controls the shifting motor 51 to start running, the shifting motor 51 directly drives the shifting fork 52 to move, and when the shifting fork 52 moves, the gear sleeve 41 is driven to move towards or away from the first-gear combined gear 43a or the second-gear combined gear 43 b.

In some other examples, the shift motor 51 may indirectly drive the shift fork 52 to move, so as shown in fig. 10, the shift actuator 50 may further include: the ball screw 56 and the shift fork 52 are fixed on the ball screw 56, and the ball screw 56 is used for driving the shift fork 52 to rotate under the driving of the shift motor 51. For example, the shifting motor 51 drives the ball screw 56 to rotate, and the column screw drives the shifting fork 52 to move when rotating.

In still other examples, shift actuator 50 may further include: a worm 53 and a bevel gear 54, the bevel gear 54 is fixed on a ball screw 56, one end of the worm 53 is connected with the shift motor 51, and the worm 53 is meshed with the bevel gear 54. For example, the shift motor 51 moves to rotate the worm 53, the worm 53 rotates to drive the bevel gear 54 to move, the bevel gear 54 moves to drive the ball screw 56 to move, and the ball screw 56 moves to drive the fork 52 to move.

In the embodiment of the present invention, in order to fix the shift fork 52 to the ball screw 56, as shown in fig. 10, a nut seat 55 is provided on the ball screw 56, and the nut seat 55 is used to fix the shift fork 52 to the ball screw 56.

In the embodiment of the present application, when the worm 53 and the ball screw 56 are disposed in the speed reducer, they may be connected by a bearing or a bushing, for example, as shown in fig. 10, one end of the worm 53 facing away from the shift motor 51 is provided with a bearing 57a, and both ends of the ball screw 56 are provided with a bearing 57b and a bearing 57 c. The worm 53 and the ball screw 56 are rotatably connected in the speed reducer by a bearing 57a, a bearing 57b, and a bearing 57 c.

In the embodiment of the present application, the engagement of the various components of the speed reducer can be seen from fig. 11, the gear sleeve 41, the first gear engaging gear 43a, and the second gear engaging gear 43b are located between the first gear driven gear 32a and the second gear driven gear 32b, the main reduction driving gear 61 is located on one side of the second gear driven gear 32b, and the sensor 90 is located at one end of the output shaft 20 near the bearing 80 c.

In order to facilitate the shifting fork 52 to drive the gear sleeve 41 to move, referring to fig. 12 and 13, the gear sleeve 41 is provided with a slot 411, fig. 15 is a schematic structural view of the gear shift actuator 50 when driving the gear sleeve 41, and referring to fig. 15, when the shifting fork 52 drives the gear sleeve 41, one end of the shifting fork 52 extends into the slot 411 to drive the gear sleeve 41 to move along the axial direction of the output shaft 20 or the input shaft 10.

When the gear sleeve 41 is coupled to the first-gear coupling gear 43a and the second-gear coupling gear 43b, as shown in fig. 14, the first-gear coupling gear 43a and the second-gear coupling gear 43b both have a meshing angle 431, the gear sleeve 41 has a meshing angle 412 respectively facing both ends of the first-gear coupling gear 43a and the second-gear coupling gear 43b, and the meshing angle 412 of the gear sleeve 41 is matched with the meshing angle 431 of the first-gear coupling gear 43a or the meshing angle 431 of the second-gear coupling gear 43b to realize the unpowered impact gear shifting.

Referring to fig. 15, the ball screw 56 is arranged in parallel with the output shaft 20, the worm 53 is arranged perpendicular to the ball screw 56, the shift motor 51 drives the worm 53 to rotate, the worm 53 cooperates with the helical gear 54 to drive the ball screw 56 to move left or right, and the ball screw 56 moves to drive the shift fork 52 to drive the gear sleeve 41 to move towards the first-gear engaging gear 43a or the second-gear engaging gear 43b, so that the gear sleeve 41 is engaged with or disengaged from the first-gear engaging gear 43a or the second-gear engaging gear 43 b.

Fig. 16, 17, 18 and 19 are power transmission states of the decelerator shown in fig. 9 in neutral, first gear, second gear and reverse gear, respectively, and the power transmission states of the decelerator in neutral, first gear, second gear and reverse gear will be described below with reference to fig. 16, 17, 18 and 19, respectively.

Referring to fig. 16, when the vehicle starts or stops, the speed reducer is in a neutral state, the gear sleeve 41 is not coupled to the first-gear coupling gear 43a and the second-gear coupling gear 43b, so that power transmission is shown by solid arrows in fig. 16, the driving motor 100 drives the input shaft 10 to rotate, the input shaft 10 drives the first-gear driving gear 31a and the second-gear driving gear 31b to rotate, the first-gear driving gear 31a drives the first-gear driven gear 32a and the first-gear coupling gear 43a to rotate, the second-gear driving gear 31b drives the second-gear driven gear 32b and the second-gear coupling gear 43b to rotate, but since the first-gear driven gear 32a, the first-gear coupling gear 43a and the second-gear driven gear 32b are respectively connected to the output shaft 20 to rotate, the first-gear driven gear 32a, the first-gear coupling gear 43a, the second-gear driven gear 43b do not drive the output shaft 20 to, therefore, in the neutral state, the transmission of power to the first-speed driven gear 32a, the first-speed coupling gear 43a, the second-speed driven gear 32b, and the second-speed coupling gear 43b is interrupted, the output shaft 20 does not rotate, no power is output, and the wheels 200 are not moved.

Referring to fig. 17, when the vehicle needs to run at a low speed, the user shifts from the neutral position to the first gear (for example, the user may turn a gear button, etc.), the control unit receives a first gear shift command, the control unit controls the driving motor 100 to operate at a variable speed according to the first gear shift command, the rotation speed of the input shaft 10 is made to be a proper rotation speed, and particularly, since the output shaft 20 does not rotate at the neutral position, the rotation speed of the sleeve gear 41 is zero, and in the neutral position, the first speed combination gear 43a rotates with the first speed driven gear 32b, the first speed driving gear 31a and the input shaft 10, in order to ensure that, when the gear is engaged, the sleeve gear 41 rotates at or near the same speed as the first-gear engaging gear 43a (i.e. is synchronized), the rotation speed of the driving motor 100 is controlled to be zero or nearly zero so that the rotation speed of the first gear engaging gear 43a is zero or nearly zero in synchronization with the rotation speed of the sleeve gear 41, and thus the gear shifting can be performed.

Meanwhile, when a gear-shifting command is received, the control unit controls the gear-shifting motor 51 to drive the gear sleeve 41 to move towards the first gear combination gear 43a, as shown in fig. 17, the gear sleeve 41 is combined with a combination gear 43, and the first gear is shifted, at this time, the control unit controls the driving motor 100 to start running, power transmission is shown by a solid arrow in fig. 16, the input shaft 10 rotates according to an open arrow in fig. 17, and drives the first gear driving gear 31a and the second gear driving gear 31b to rotate, the first gear driving gear 31a drives the first gear driven gear 32a and the first gear combination gear 43a to rotate, the second gear driving gear 31b drives the second gear driven gear 32b and the second gear combination gear 43b to rotate, because the first gear combination gear 43a is combined with the gear sleeve 41, the first gear combination gear 43a drives the gear sleeve 41 and the gear hub 42 to rotate, and rotation of the gear sleeve 41 and the gear hub 42 drives the output shaft, when the output shaft 20 rotates, the driving gear 61 is driven to rotate, the driving gear 61 drives the driven gear 62 to rotate, the driven gear 62 drives the transmission shaft 71 of the differential 70 to rotate, the transmission shaft 71 of the differential 70 drives the wheels 200 to rotate according to the hollow arrow direction, and the vehicle runs in the first gear state.

When it is required to shift from the first gear to the neutral gear, the control unit receives a neutral command and controls the shift fork 52 to drive the gear sleeve 41 to move away from the first gear engaging gear 43a, and after the first gear engaging gear 43a is separated from the gear sleeve 41, the speed reducer is shifted to the neutral state, and the power of the neutral state can be seen in fig. 16.

Referring to fig. 18, when the vehicle needs to run at a high speed, the user switches from the first gear to the second gear mode, and the control unit controls the driving motor 100 to operate at a variable speed according to the received second gear instruction, specifically, in the first gear mode, the second gear combination gear 43b rotates with the rotation speed of the input shaft 10, that is, the second gear combination gear 43b has a certain rotation speed, and in order to ensure that the sleeve gear 41 is synchronized with the rotation speed of the second gear combination gear 43b to complete the gear shifting, the driving motor 100 is controlled to operate at a variable speed such that the rotation speed of the sleeve gear 41 separated from the first gear combination gear 43a is the same as or close to the same as the rotation speed of the second gear combination gear 43 b. When the rotation speed of the gear sleeve 41 is the same or close to the same as the rotation speed of the second gear combination gear 43b, the shift motor 51 drives the shift fork 52 to move away from the first gear combination gear 43a and move towards the second gear combination gear 43b, and the second gear combination gear 43b and the gear sleeve 41 are kept synchronous due to the speed regulation operation of the driving motor 100, so that the gear sleeve 41 is combined with the second gear combination gear 43b under the driving of the shift fork 52, the second gear is engaged, the control unit controls the driving motor 100 to start operation, the power transmission is shown by a solid arrow in fig. 18, the input shaft 10 rotates along an open arrow in fig. 18, the second gear driving gear 31b rotates and drives the second gear driven gear 32b and the second gear combination gear 43b to rotate, the second gear combination gear 43b drives the gear sleeve 41 and the gear hub 42 to rotate, the gear hub 42 rotates and drives the output shaft 20 to rotate, and the main reduction driving gear 61 rotates, the driving reduction driving gear 61 drives the driving reduction driven gear 62 to rotate, the driving reduction driven gear 62 drives the transmission shaft 71 of the differential 70 to rotate, the transmission shaft 71 of the differential 70 drives the wheels 200 to rotate according to the hollow arrow direction, and the vehicle runs in a second gear state.

Referring to fig. 19, when a user needs to reverse, the user switches to a reverse position, the control unit receives a gear shift command, the control unit controls the driving motor 100 to operate at a speed adjusted according to the gear shift command, such that the rotation speed of the input shaft 10 is zero or close to zero, such that the rotation speed of the sleeve 41 is synchronized with the first gear engaging gear 43a, and when the rotation speed of the sleeve 41 is synchronized with the first gear engaging gear 43a, the control unit controls the shift fork 52 to drive the sleeve 41 to move toward the first gear engaging gear 43a, as shown in fig. 19, the sleeve 41 is engaged with the first gear engaging gear 43a to complete gear shift, and at this time, the control unit controls the driving motor 100 to operate, and power transmission is shown by a solid arrow in fig. 19, the driving motor 100 drives the input shaft 10 to rotate in a reverse direction (i.e., opposite to the hollow arrow in fig. 17 or fig. 18), the first gear driving gear, the primary first-gear moving gear drives the first-gear driven gear 32a and the first-gear combination gear 43a to rotate, the second-gear driving gear 31b rotates and drives the second-gear driven gear 32b and the second-gear combination gear 43b to rotate, because the first-gear combination gear 43a is combined with the gear sleeve 41, the first-gear combination gear 43a drives the gear sleeve 41 and the gear hub 42 to rotate, the gear sleeve 41 and the gear hub 42 drive the output shaft 20 to rotate, the output shaft 20 drives the primary reduction driving gear 61 to rotate when rotating, the primary reduction driving gear 61 drives the primary reduction driven gear 62 to rotate, the primary reduction driven gear 62 drives the transmission shaft 71 of the differential 70 to reversely rotate, the wheel 200 reversely rotates, and the reverse driving is realized.

In another implementation manner of the embodiment of the present application, referring to fig. 20, the gear hub 42, the first-gear combination gear 43a, and the second-gear combination gear 43b are all located on the input shaft 10, the gear hub 42 is fixedly connected to the input shaft 10, the first-gear driving gear 31a, the second-gear driving gear 31b, the first-gear combination gear 43a, and the second-gear combination gear 43b are all rotatably connected to the input shaft 10, and the first-gear driven gear 32a and the second-gear driven gear 32b are all fixedly connected to the output shaft 20.

The power transmission states of the reduction gear shown in fig. 20 in neutral, first gear and reverse gear will be described with reference to fig. 21, 22, 23 and 24, respectively.

Referring to fig. 21, the speed reducer is in a neutral state, the gear sleeve 41 and the first-gear combination gear 43a and the second-gear combination gear 43b are in a separated state, the driving motor 100 drives the input shaft 10 to rotate, the gear sleeve 41 and the gear hub 42 rotate along with the input shaft 10, the first-gear driving gear 31a and the second-gear driving gear 31b do not rotate during the rotation of the input shaft 10 because the input shaft 10 is rotationally engaged with the first-gear driving gear 31a and the second-gear driving gear 31b, the power transmission is interrupted as shown by solid arrows in fig. 20, the power transmission to the gear sleeve 41 is interrupted, the output shaft 20 does not rotate, and the wheels 200 stop rotating.

Referring to fig. 22, when the vehicle needs to run at a low speed, the user shifts from the neutral position to the first gear (for example, the user may turn a gear button, etc.), the control unit receives a first gear shift command, and controls the driving motor 100 to operate at a speed adjusted according to the first gear shift command, so that the rotation speed of the input shaft 10 is a proper rotation speed, specifically, since the input shaft 10 is driven by the driving motor 100 to rotate at a rotation speed which is not zero in the neutral position, but the rotation speed of the first gear combination gear 43a is zero in the neutral position, the control unit controls the rotation speed of the driving motor 100 to be zero or close to zero in order to ensure that the rotation speed of the sleeve 41 is synchronized with the rotation speed of the first gear combination gear 43a, so that the control unit controls the shifting motor 51 to drive the sleeve 41 to move towards the first gear combination gear 43a, referring to fig. 22, the gear sleeve 41 is combined with a combination gear 43, the first gear shift is completed, and at this time, the control unit controls the driving motor 100 to start operation, power transmission is shown by a solid arrow in fig. 22, the input shaft 10 rotates in the direction of an open arrow in fig. 22, which drives the gear sleeve 41 and the gear hub 42 to rotate, the gear sleeve 41 drives the first gear combination gear 43a to rotate, the first gear combination gear 43a rotates to drive the first gear driving gear 31a to rotate, the first gear driving gear 31a drives the first gear driven gear 32a to rotate, the first gear driven gear 32a drives the output shaft 20 to rotate, the output shaft 20 rotates to drive the second gear driven gear 32b and the main reduction driving gear 61 to rotate, the second gear driven gear 32b drives the second gear driving gear 31b to rotate, since the second gear driving gear 31b is rotationally connected with the input shaft 10, the second gear driving gear 31b idles, the main reduction driving gear 61 drives the main, the driving and driven gear 62 drives the transmission shaft 71 of the differential 70 to rotate, the transmission shaft 71 of the differential 70 drives the wheels 200 to rotate according to the hollow arrow direction, and the vehicle runs in the first gear state.

When it is required to shift from the first gear to the neutral gear, the control unit receives a neutral command and controls the shift fork 52 to drive the gear sleeve 41 to move away from the first gear engaging gear 43a, and after the first gear engaging gear 43a is separated from the gear sleeve 41, the speed reducer is shifted to the neutral state, and the power of the neutral state can be seen in fig. 21.

Referring to fig. 23, when the vehicle needs to run at a high speed, the user switches from the first gear to the second gear mode, and the control unit controls the driving motor 100 to operate at a speed regulated speed according to the received second gear instruction, specifically, since the sleeve gear 41 is synchronized with the rotational speed of the first gear engaging gear 43a and the second gear engaging gear 43b rotates with the output shaft 20, the second gear driven gear 32b and the second gear driving gear 31b in the first gear mode, in order to ensure that the sleeve gear 41 is synchronized with the rotational speed of the second gear engaging gear 43b when the second gear is engaged, the driving motor 100 is controlled to operate at a speed regulated speed such that the input shaft 10 operates at a proper rotational speed, the rotational speed of the sleeve gear 41 is synchronized with the rotational speed of the second gear engaging gear 43b after the sleeve gear 41 is separated from the first gear engaging gear 43a, and when the rotational speed of the sleeve gear 41 is the same as or close to the same as the rotational speed of the second gear engaging gear 43b, the shift motor 51 drives the shift fork 52 to, since the driving motor 100 is operated at a regulated speed, the second gear combination gear 43b and the gear sleeve 41 are kept synchronous, so that the gear sleeve 41 is combined with the second gear combination gear 43b under the driving of the shifting fork 52, the second gear is shifted, the control unit controls the driving motor 100 to operate, the power transmission is shown by a solid arrow in fig. 23, the input shaft 10 rotates along a hollow arrow in fig. 23, the gear sleeve 41 and the gear hub 42 are driven to rotate, the gear sleeve 41 drives the second gear combination gear 43b to rotate, the second gear combination gear 43b rotates to drive the second gear driving gear 31b to rotate, the second gear driving gear 31b drives the second gear driven gear 32b to rotate, the second gear driven gear 32b drives the output shaft 20 to rotate, the output shaft 20 rotates to drive the first gear driven gear 32a and the main reduction driving gear 61 to rotate, the first gear driven gear 32a drives the first gear 31aa to rotate, and the first gear driving gear 31aa is connected with the, therefore, the first-gear driving gear 31aa idles, the main reduction driving gear 61 drives the main reduction driven gear 62 to rotate, the main reduction driven gear 62 drives the transmission shaft 71 of the differential 70 to rotate, the transmission shaft 71 of the differential 70 drives the wheels 200 to rotate according to the hollow arrow direction, and the vehicle runs in the second-gear state.

Referring to fig. 24, when a user needs to reverse, the user switches to a reverse position, the control unit receives a gear shift instruction, the control unit controls the driving motor 100 to operate at a speed regulated according to the gear shift instruction, so that the rotation speed of the input shaft 10 is zero or close to zero, so that the rotation speed of the gear sleeve 41 is zero, so that the gear sleeve 41 is synchronized with the rotation speed of the first-gear combination gear 43a, so that the control unit controls the shifting fork 52 to drive the gear sleeve 41 to move towards the first-gear combination gear 43a, as shown in fig. 24, the gear sleeve 41 is combined with the first-gear combination gear 43a to complete gear shift, at this time, the control unit controls the driving motor 100 to operate, power transmission is shown by a solid arrow in fig. 24, the driving motor 100 drives the input shaft 10 to rotate in a reverse direction (i.e. in a direction opposite to the hollow arrow in fig. 22 or fig., the first-gear combination gear 43a rotates to drive the first-gear driving gear 31a to rotate, the first-gear driving gear 31a drives the first-gear driven gear 32a to rotate, the first-gear driven gear 32a drives the output shaft 20 to rotate, the output shaft 20 rotates to drive the second-gear driven gear 32b and the main reduction driving gear 61 to rotate, the second-gear driven gear 32b drives the second-gear driving gear 31b to rotate, the second-gear driving gear 31b idles due to the fact that the second-gear driving gear 31b is rotationally connected with the input shaft 10, the main reduction driving gear 61 drives the main reduction driven gear 62 to rotate, the main reduction driven gear 62 drives the transmission shaft 71 of the differential mechanism 70 to rotate, the transmission shaft 71 of the differential mechanism 70 drives the wheel 200 to reversely rotate according to the hollow arrow.

EXAMPLE III

An embodiment of the present application provides a power assembly, as shown in fig. 1, 5, 9, and 19, including at least: a driving motor 100 and a reducer of any of the above embodiments, one end of an input shaft 10 of the reducer is connected to the driving motor 100.

In the embodiment of the present application, the structure and the working principle of the speed reducer may refer to the speed reducer of any of the above embodiments, and are not described in detail in the embodiment of the present application.

The power assembly provided by the embodiment of the application cancels the mechanical synchronization effect of the synchronizing ring by comprising the speed reducer, adopts a controllable motor control method, realizes the gear shifting without power impact, saves the cost, and shortens the gear shifting stroke and the synchronization time.

Example four

The embodiment of the application provides a Vehicle, wherein the Vehicle provided by the embodiment of the application can be an Electric Vehicle/Electric Vehicle (EV), a Pure Electric Vehicle (Pure Electric Vehicle/Battery Electric Vehicle, PEV/BEV for short), a Hybrid Electric Vehicle (HEV for short), a Range Extended Electric Vehicle (REEV for short), a Plug-in Hybrid Electric Vehicle (PHEV), a New Energy Vehicle (New Energy Vehicle) and the like.

In an embodiment of the present application, the vehicle includes at least: the present invention relates to a vehicle comprising wheels (such as front wheels 200a and rear wheels 200b), a control unit (not shown), a driving motor 100 and a reducer 300 of any of the above embodiments, wherein an input shaft 10 of the reducer 300 is connected with the driving motor 100, an output shaft 20 of the reducer 300 is used for driving the wheels 200 to rotate, the control unit is connected with the driving motor 100 and a shift motor 51 in the reducer 300, and when the control unit receives a gear engaging command, the control unit controls the driving motor 100 to operate at a speed regulated speed and controls the shift motor 51 to start, operate and stop.

Here, the vehicle provided in the present embodiment may be a vehicle of a front drive system, for example, as shown in fig. 25, the propeller shafts 71 of the differential 70 in the reduction gear 300 are respectively connected to the two front wheels 200a, or the vehicle provided in the present embodiment may be a vehicle of a rear drive system, for example, as shown in fig. 26, the propeller shafts 71 of the differential 70 in the reduction gear 300 are respectively connected to the two rear wheels 200 b.

Alternatively, the vehicle according to the present embodiment may be a front-rear four-wheel drive system, for example, as shown in fig. 27, two speed reducers 300 and two drive electrodes are provided, wherein the drive shafts 71 of the differential 70 in one speed reducer 300 are respectively connected to two front wheels 200a, and the drive shafts 71 of the differential 70 in the other speed reducer 300 are respectively connected to two rear wheels 200 b.

It is understood that the vehicle provided in the embodiment of the present application may further include a vehicle body, and the like, in addition to the wheel 200, the reducer 300, the driving motor 100, and the control unit, and in the embodiment of the present application, other structures of the vehicle may refer to the prior art, and are not described in detail in the embodiment of the present application.

The vehicle provided by the embodiment of the application cancels the mechanical synchronization effect of the synchronizing ring by comprising the speed reducer 300, adopts a controllable motor control method, realizes the gear shifting without power impact, saves the cost, and shortens the gear shifting stroke and the synchronization time.

In the description of the embodiments of the present application, it should be noted that unless otherwise explicitly stated or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, a fixed connection, an indirect connection via an intermediary, a connection between two elements, or an interaction between two elements. The specific meanings of the above terms in the embodiments of the present application can be understood by those of ordinary skill in the art according to specific situations.

Reference throughout this specification to apparatus or components, in embodiments or applications, means or components must be constructed and operated in a particular orientation and therefore should not be construed as limiting the present embodiments. In the description of the embodiments of the present application, "a plurality" means two or more unless specifically stated otherwise.

The terms "first," "second," "third," "fourth," and the like in the description and in the claims of the embodiments of the application and in the drawings described above, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the application described herein are, for example, capable of operation in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Finally, it should be noted that: the above embodiments are only used for illustrating the technical solutions of the embodiments of the present application, and are not limited thereto; although the embodiments of the present application have been described in detail with reference to the foregoing embodiments, those skilled in the art will understand that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; and the modifications or the substitutions do not make the essence of the corresponding technical solutions depart from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A speed reducer, includes input shaft and output shaft, its characterized in that still includes:

at least one set of drive assemblies, each set of drive assemblies comprising: the driving gear is positioned on the input shaft, and the driven gear is positioned on the output shaft and is meshed with the driving gear;

the synchronizer comprises a gear hub, a gear sleeve and at least one combined gear, the combined gear and the gear hub are arranged on the input shaft or the output shaft, the combined gear and the driving gear or the driven gear are synchronous gears, the gear sleeve is connected with the gear hub, and the gear sleeve is arranged on the gear hub in a sliding mode along the axial direction of the input shaft or the output shaft;

when the gear sleeve slides towards the combined gear, the rotating speeds of the combined gear and the gear sleeve are synchronous, so that the gear sleeve is combined with the combined gear.

2. The reducer according to claim 1, characterized in that the number of said transmission assemblies is two, said two groups of transmission assemblies being respectively a first gear transmission assembly and a second gear transmission assembly;

the number of the combination gears is two, the two combination gears are respectively a first-gear combination gear and a second-gear combination gear, and the first-gear combination gear and the second-gear combination gear are positioned on the input shaft or the output shaft;

the gear hub is located between the first gear combined gear and the second gear combined gear.

3. A decelerator according to claim 2,

the first gear transmission assembly comprises: the first gear driven gear is positioned on the output shaft and meshed with the first gear driving gear;

4. A decelerator according to claim 3,

the gear hub, the first gear combination gear and the second gear combination gear are all positioned on the output shaft, the gear hub is fixedly connected with the output shaft, the first gear driven gear, the second gear driven gear, the first gear combination gear and the second gear combination gear are all rotationally connected with the output shaft, the first gear driving gear and the second gear driving gear are all fixedly connected with the input shaft, or,

the gear hub, the first gear combination gear and the second gear combination gear are all located on the input shaft, the gear hub is fixedly connected with the input shaft, the first gear driving gear, the second gear driving gear, the first gear combination gear and the second gear combination gear are all rotationally connected with the input shaft, and the first gear driven gear and the second gear driven gear are all fixedly connected with the output shaft.

5. A decelerator according to any one of claims 1 to 4, further including: and the gear shifting actuating mechanism is arranged close to the gear sleeve and is used for driving the gear sleeve to move so as to enable the gear sleeve to be combined with or separated from the combined gear.

6. A reducer according to claim 5, in which the gear sleeve has a slot therein, and one end of the shift actuator extends into the slot to drive the gear sleeve to move in the axial direction of the output shaft or the input shaft.

7. A reducer according to claim 5 or 6, in which the shift actuator comprises: the shifting fork is used for driving the gear sleeve to move under the driving of the gear shifting motor.

8. The retarder of claim 7, wherein the shift actuator further comprises: the shifting fork is fixed on the ball screw, and the ball screw is used for driving the shifting fork to move under the driving of the gear shifting motor.

9. The retarder of claim 8, wherein the shift actuator further comprises: the gear shifting mechanism comprises a worm and a helical gear, wherein the helical gear is fixed on the ball screw, one end of the worm is connected with the gear shifting motor, and the worm is meshed with the helical gear.

10. A decelerator according to claim 9, wherein the ball screw is provided with a nut seat for securing the fork to the ball screw.

11. A reducer according to claim 9 or 10, in which the end of the worm facing away from the shift motor and the ends of the ball screw are provided with bearings or bushings.

12. A decelerator according to any one of claims 1 to 11, further comprising: and the sensor is arranged on the output shaft and/or the input shaft and is used for detecting the rotating speed and the rotating angle of the output shaft and/or the input shaft.

13. A decelerator according to any one of claims 1 to 12, further including: a differential and a final drive assembly;

the main reduction drive assembly comprises: the driving gear is arranged on the output shaft, the driving gear is meshed with the driving gear, the driven gear is connected with the differential mechanism, the driving gear is rotatably arranged with the transmission shaft of the differential mechanism, and two ends of the transmission shaft are used for being connected with wheels.

14. A decelerator according to any one of claims 1 to 13, further including: a housing, the synchronizer and the transmission assembly being disposed within the housing;

and one end of the input shaft is used for being connected with a driving motor.

15. A powertrain, comprising at least: a drive motor and a reducer according to any of claims 1-14 above, the reducer having an input shaft connected at one end to the drive motor.

16. A vehicle comprising at least a wheel, a control unit, a drive motor, and a reducer according to any of claims 1-14, wherein an input shaft of the reducer is connected to the drive motor, an output shaft of the reducer is used for driving the wheel to rotate, and the control unit is connected to the drive motor and a shift motor in the reducer;