CN116816899A - Speed reducer and vehicle - Google Patents

Abstract

The application discloses a speed reducer and a vehicle, and belongs to the technical field of vehicle design. The decelerator includes: the gear is provided with an external spline at the periphery; the inner side of the shell is provided with an internal spline which is used for being in plug-in fit with the external spline; and a collar resiliently mounted between at least some of the teeth of the external spline and the internal spline. According to the speed reducer provided by the application, the retainer ring is elastically arranged between the teeth of at least part of the external gear splines and the teeth of the internal gear splines of the shell, so that collision noise generated by the splines between the gears and the shell can be avoided when the speed reducer is switched to forward and reverse rotation, meanwhile, the damping between the gears and the shell can be increased, the excitation force of partial gear engagement is absorbed, the vibration response of the shell is reduced, the NVH performance of a vehicle is optimized, and the gear precision and the assembly precision can be reduced, so that the cost is reduced.

Description

Speed reducer and vehicle

Technical Field

The application belongs to the technical field of vehicle design, and particularly relates to a speed reducer and a vehicle.

Background

At present, because of the structural requirement, there is fixed connection of gear and casing in traditional reduction gear system, but because the casing material is generally aluminium, can't be through interference mode and gear fixed connection, consequently gear and casing adopt spline or other mode to be connected generally, when gear and casing pass through spline connection, and the vehicle is through the motor frequently switching positive and negative operating mode that drags, the spline exists and beats the noise, the meshing excitation force of gear can directly pass through the spline and transmit away from the casing simultaneously to lead to the noise of reduction gear great, influence the NVH performance of vehicle.

Disclosure of Invention

The present application aims to solve at least one of the technical problems existing in the prior art. Therefore, the application provides the speed reducer and the vehicle, which can avoid collision noise generated by the spline between the gear and the shell when the speed reducer is switched to forward and reverse, can increase the damping between the gear and the shell, absorb the excitation force of partial gear engagement, reduce the vibration response of the shell, optimize the NVH performance of the vehicle, and reduce the gear precision and the assembly precision, thereby reducing the cost.

In a first aspect, the present application provides a decelerator comprising:

the gear is provided with an external spline at the periphery;

the inner side of the shell is provided with an internal spline which is used for being in plug-in fit with the external spline;

and a collar resiliently mounted between at least some of the teeth of the external spline and the internal spline.

According to the speed reducer provided by the embodiment of the application, the clamping ring is elastically arranged between the teeth of at least part of the external gear splines and the teeth of the internal gear splines of the shell, so that collision noise generated by the splines between the gears and the shell when the speed reducer is switched to forward and reverse rotation can be avoided, meanwhile, the damping between the gears and the shell can be increased, the excitation force of partial gear engagement is absorbed, the vibration response of the shell is reduced, the NVH performance of a vehicle is optimized, and the gear precision and the assembly precision can be reduced, so that the cost is reduced.

According to one embodiment of the application, the collar comprises a mounting portion and a compression portion connected, the mounting portion being connected to the teeth of the external spline, the compression portion being arranged in a gap with the teeth of the external spline.

Through the setting of above-mentioned rand compression portion and installation department, the elastic restoring force of rand that the tooth of internal spline received can be increased, namely, the effort that the tooth of increase prevention external spline and the tooth of internal spline take place the collision to can avoid the elastic restoring force of rand less to lead to the rand inefficacy, further avoid the gear to produce the collision noise with the spline between the casing when the reduction gear switches positive and negative rotation, and link to each other with the tooth of external spline through the installation department, can avoid the rand to drop at reduction gear operation in-process.

According to an embodiment of the application, the mounting portion includes: the first section, the second section and the third section that link to each other in order, first section with the third section is located respectively the both sides of external spline's tooth, the second section is located the terminal surface of external spline's tooth with between the terminal surface of the groove of internal spline, just first section with the third section all with compression portion links to each other.

Through the setting of above-mentioned installation department, can increase the connection area of rand and external spline's tooth to improve the connection stability of rand and external spline's tooth, further avoid the rand to drop at reduction gear operation in-process.

According to one embodiment of the application, the mounting portion is an interference fit with the teeth of the external spline.

Through the interference fit of the mounting part and the teeth of the external spline, noise generated by collision of the mounting part and the teeth of the external spline in the running process of the speed reducer can be avoided, abrasion of the teeth of the external spline to the clamping ring can be reduced, and the service life of the clamping ring is prolonged.

According to an embodiment of the present application, the compressing section includes: at least one compression section and at least one connection section connected in a staggered manner, the compression section being located on the side of the teeth of the external spline, the connection section being located on the side of the teeth of the external spline, the compression section being spaced apart from the teeth of the external spline and at an obtuse angle to the connection section, the connection section being arranged obliquely to the teeth of the external spline, with the gear not fitted to the housing

According to one embodiment of the application, the compression part has a pre-compression amount with the collar mounted between the gear and the housing, and the compression amount of the compression part increases when torque is applied in one direction, and the teeth of the external spline, on which the collar is not mounted, are not in contact with the side walls of the groove of the internal spline.

According to one embodiment of the application, the clamping spring is further provided with a first mounting groove along the circumferential direction, a second mounting groove is formed along the circumferential direction on the inner side of the inner spline, the inner side part of the clamping spring is mounted in the first mounting groove, the outer side part of the clamping spring is mounted in the second mounting groove, and the clamping ring is located on the radial inner side of the clamping spring.

According to one embodiment of the application, the grooves of the internal spline comprise a first type of groove and a second type of groove, the width of the first type of groove being greater than the width of the second type of groove, the collar being located within the first type of groove.

According to one embodiment of the present application, the first type of groove and the second type of groove are provided in plurality, and the plurality of first type of grooves and the plurality of second type of grooves are provided at intervals along the circumferential direction.

In a second aspect, the present application provides a vehicle comprising:

a driving source;

a decelerator according to any one of claims 1 to 9, the output of the drive source being in dynamic coupling connection with the input of the decelerator.

According to the vehicle provided by the embodiment of the application, by adopting the speed reducer, collision noise generated by the spline between the gear and the shell when the speed reducer is switched to forward and reverse can be avoided, meanwhile, the damping between the gear and the shell can be increased, the excitation force of partial gear engagement is absorbed, the vibration response of the shell is reduced, so that the NVH performance of the vehicle is optimized, and the gear precision and the assembly precision can be reduced, thereby reducing the cost.

Additional aspects and advantages of the application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the application will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

FIG. 1 is a partial schematic view of a gear of a reduction gear provided by an embodiment of the present application;

FIG. 2 is one of the partial schematic views of a decelerator provided in an embodiment of the present application;

FIG. 3 is a second schematic diagram of a portion of a reduction gear provided by an embodiment of the present application;

FIG. 4 is one of the schematic structural views of the collar of the speed reducer provided by the embodiment of the application;

FIG. 5 is a second schematic diagram of a collar of a speed reducer according to an embodiment of the present application;

fig. 6 is a third schematic structural view of a collar of a speed reducer according to an embodiment of the present application.

Reference numerals:

a housing 100, an internal spline 110, a first type of groove 120, a second type of groove 130;

gear 200, external spline 210;

collar 300, mounting portion 310, first segment 311, second segment 312, third segment 313, compression portion 320, connecting segment 321, compression segment 322;

snap spring 400.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the application.

A decelerator and a vehicle according to an embodiment of the present application are described below with reference to fig. 1 and 2.

The embodiment of the present application provides a decelerator, as shown in fig. 1 and 2, which includes a gear 200, a housing 100, and a collar 300.

As shown in fig. 1 and fig. 2, the speed reducer may be a planetary speed reducer, an external spline 210 is disposed on the outer periphery of the gear 200, an internal spline 110 is disposed on the inner side of the housing 100, the internal spline 110 is used for being in plug-in fit with the external spline 210, and the housing 100 and the gear 200 are assembled and fixed through the external spline 210 and the internal spline 110.

As shown in fig. 1 and 2, collar 300 is resiliently mounted between at least some of the teeth of external spline 210 and internal spline 110, with collar 300 being located between the teeth of external spline 210 and the teeth of internal spline 110 when housing 100 and gear 200 are in an assembled condition.

As shown in fig. 1, the thickness of collar 300 is greater than or equal to the gap distance between the teeth of external spline 210 and the teeth of internal spline 110, i.e., collar 300 may fill the gap between at least a portion of the teeth of external spline 210 and the teeth of internal spline 110.

As shown in fig. 1, collar 300 may be made of an elastic material, for example, collar 300 may be made of spring steel, rubber, sponge, or latex.

In actual implementation, the gap between two adjacent teeth of the internal spline 110 forms a groove of the internal spline 110, when the gear 200 and the housing 100 are assembled, the teeth of the external spline 210 of the gear 200 and the groove of the internal spline 110 of the housing 100 are in plug-fit, so that the gear 200 and the housing 100 are fixedly connected in a spline connection manner, and the collar 300 is mounted between at least part of the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110, that is, the collar 300 is located between at least part of the teeth of the external spline 210 and the side wall of the groove of the internal spline 110 where the teeth are located, so that the collar 300 fills the gap between at least part of the teeth of the external spline 210 and the teeth of the internal spline 110.

When the initial working condition of the speed reducer is a forward working condition, the gear 200 drives the housing 100 to rotate along a first direction, the first direction can be clockwise or anticlockwise, during the rotation process of the gear 200 and the housing 100, teeth of the external spline 210 of the gear 200 squeeze the collar 300 along the first direction, and when the initial working condition of the speed reducer is a reverse working condition, the same is true.

When the speed reducer is switched from the forward rotation condition to the reverse rotation condition, the gear 200 drives the housing 100 to rotate along the second direction, the second direction is opposite to the first direction, in the process of rotating the gear 200 and the housing 100, the teeth of the external spline 210 of the gear 200 press the clamping ring 300 along the second direction, because the clamping ring 300 is elastically installed between at least part of the teeth of the external spline 210 and at least part of the teeth of the internal spline 110, and fills the gap between at least part of the teeth of the external spline 210 and the teeth of the internal spline 110, when the speed reducer is switched from the forward rotation condition to the reverse rotation condition, the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110 of the housing 100 cannot collide directly, no gap exists between at least part of the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110 of the housing 100 and the clamping ring 300, collision cannot occur, and the same phenomenon occurs when the speed reducer is switched from the forward rotation condition to the reverse rotation condition.

By elastically mounting the collar 300 between at least a part of the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110 of the housing 100, gaps between at least a part of the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110 of the housing 100 can be filled, so that knocking noise generated by direct collision between the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110 of the housing 100 can be avoided when the speed reducer switches forward and reverse rotation, and simultaneously, by the elastically mounted collar 300, damping between the gear 200 and the housing 100 can be increased, thereby absorbing excitation force of partial gear 200 engagement, reducing vibration response of the housing 100, and in addition, by filling the gaps between the teeth of the external spline 210 and the teeth of the internal spline 110 by the collar 300, accuracy of the gear 200 can be reduced, and simultaneously, matching accuracy of the gear 200 and the housing 100 can be reduced, thereby reducing cost.

According to the speed reducer provided by the embodiment of the application, through the elastic installation of the clamping ring 300 between the teeth of at least part of the external splines 210 of the gear 200 and the teeth of the internal splines 110 of the shell 100, collision noise generated by the splines between the gear 200 and the shell 100 when the speed reducer is switched to forward and reverse rotation can be avoided, meanwhile, the damping between the gear 200 and the shell 100 can be increased, the excitation force of the meshing of the part of the gear 200 is absorbed, the vibration response of the shell 100 is reduced, so that the NVH performance of a vehicle is optimized, and the precision and the assembly precision of the gear 200 can be reduced, thereby reducing the cost.

In some embodiments, as shown in FIG. 1, collar 300 includes a mounting portion 310 and a compression portion 320 that are connected, the mounting portion 310 being connected to the teeth of the external spline 210, the compression portion 320 being disposed in a gap with the teeth of the external spline 210.

Wherein, as shown in fig. 1, the mounting portion 310 and the compressing portion 320 of the collar 300 are axially connected along the gear 200, the mounting portion 310 is connected with a portion of the teeth of the external spline 210 or with a portion of the teeth of the internal spline 110, and the compressing portion 320 is disposed in a gap with a portion of the teeth of the external spline 210.

As shown in fig. 1, the clearance between the compressed portion 320 of the collar 300 and the teeth of the external spline 210 may be greater than or equal to the clearance distance between the teeth of the external spline 210 and the teeth of the internal spline 110, so that the compressed portion 320 of the collar 300 is in a compressed state after the gear 200 and the housing 100 are assembled.

As shown in fig. 1, the thickness of collar 300 mounting portion 310 may be greater than or equal to the gap distance between the teeth of external spline 210 and the teeth of internal spline 110 to increase the gap volume between the teeth of external spline 210 and the teeth of internal spline 110 that collar 300 fills, thereby increasing the contact area of collar 300 with the teeth of internal spline 110.

In the actual implementation, in the case where the gear 200 is not assembled with the housing 100, the compression part 320 of the collar 300 is in an initial state, and is not deformed; in the case that the assembly of the gear 200 with the housing 100 is completed, the compression part 320 of the collar 300 is located between the teeth of the external spline 210 of the gear 200 and the teeth of the internal spline 110 of the housing 100, and in a compressed state, if the thickness of the mounting part 310 of the collar 300 is equal to the gap distance between the teeth of the external spline 210 and the teeth of the internal spline 110, then the teeth of the internal spline 110 are subjected to only the elastic restoring force of the compression part 320 of the collar 300; if the thickness of the mounting portion 310 of the collar 300 is greater than the gap distance between the teeth of the external spline 210 and the teeth of the internal spline 110, the teeth of the internal spline 110 receive the elastic restoring force of the compressing portion 320 of the collar 300 and the mounting portion 310 at this time, and since the deformation amount of the compressing portion 320 is large after the assembly is completed, the teeth of the internal spline 110 receive the elastic restoring force of the compressing portion 320 is large.

Through the arrangement of the compressing part 320 and the mounting part 310 of the collar 300, the elastic restoring force of the collar 300, which is applied to the teeth of the internal spline 110, can be increased, namely, the acting force for preventing the teeth of the external spline 210 from colliding with the teeth of the internal spline 110 is increased, so that the failure of the collar 300 caused by the smaller elastic restoring force of the collar 300 can be avoided, the collision noise generated by the spline between the gear 200 and the housing 100 when the speed reducer is switched to forward and reverse rotation is further avoided, and the collar 300 can be prevented from falling off in the running process of the speed reducer through the connection of the mounting part 310 and the teeth of the external spline 210.

In some embodiments, as shown in fig. 1, the mounting portion 310 includes: the first, second and third sections 311, 312 and 313 are sequentially connected, the first and third sections 311 and 313 are respectively located at both sides of the teeth of the external spline 210, the second section 312 is located between the end surfaces of the teeth of the external spline 210 and the end surfaces of the grooves of the internal spline 110, and the first and third sections 311 and 313 are connected with the compression part 320.

Wherein, the shell 100 includes a peripheral wall and an end plate, the end plate is connected with one end surface of the peripheral wall, the internal spline 110 is disposed at the inner side of the peripheral wall, and one end of the teeth of the internal spline 110 can be connected with the end plate, then the gap between two adjacent teeth of the internal spline 110 forms a groove of the internal spline 110, and the inner side surface of the end plate is the end surface of the groove of the internal spline 110.

As shown in fig. 1, the first section 311 of the mounting portion 310 may be disposed parallel to the side surfaces of the teeth of the external spline 210, the second section 312 of the mounting portion 310 may be disposed parallel to the axial end surfaces of the teeth of the external spline 210, and the third section 313 of the mounting portion 310 may likewise be disposed parallel to the side surfaces of the teeth of the external spline 210, with the first section 311 and the third section 313 being located on opposite sides of the teeth of the external spline 210, respectively.

The mounting portion 310 may also be arranged in other ways, for example, as shown in fig. 4, the first segment 311 and the third segment 313 of the mounting portion 310 are arranged obliquely on the sides of the teeth of the external spline 210; as shown in fig. 5, the second section 312 of the mounting portion 310 may be disposed in an arc shape at the end surfaces of the teeth of the external spline 210.

With the gear 200 assembled with the housing 100, the second section 312 of the collar 300 is located between the axial end surfaces of the grooves of the internal spline 110 and the axial end surfaces of the teeth of the external spline 210, and the collar 300 is restrained from falling out by the axial end surfaces of the grooves of the internal spline 110 of the housing 100.

As shown in fig. 1, the first, second and third sections 311, 312 and 313 of the mounting portion 310 are respectively connected and fixed to both side surfaces and one end surface of the teeth of the external spline 210, and the first and third sections 311 and 313 are connected to the compression portion 320.

Through the arrangement of the mounting portion 310, the connection area between the collar 300 and the teeth of the external spline 210 can be increased, so that the connection stability between the collar 300 and the teeth of the external spline 210 is improved, and the collar 300 is further prevented from falling off in the running process of the speed reducer.

In some embodiments, as shown in fig. 1, the mounting portion 310 is an interference fit with the teeth of the external spline 210.

Wherein, as shown in fig. 1, the first, second and third sections 311, 312 and 313 of the mounting portion 310 are respectively in interference fit with both side surfaces and end surfaces of the teeth of the external spline 210, i.e., no gap exists between the surfaces of the first, second and third sections 311, 312 and 313 of the mounting portion 310 corresponding to the teeth of the external spline 210.

By interference fit of the mounting portion 310 and the teeth of the external spline 210, noise generated by collision of the mounting portion 310 and the teeth of the external spline 210 in the running process of the speed reducer can be avoided, abrasion of the teeth of the external spline 210 to the clamping ring 300 can be reduced, and the service life of the clamping ring 300 is prolonged.

In some embodiments, as shown in fig. 1, the compression portion 320 staggers the at least one compression section 322 and the at least one connection section 321 connected, the compression section 322 being located on a side of the teeth of the external spline 210, the connection section 321 being located on a side of the teeth of the external spline 210, the compression section 322 being spaced from the teeth of the external spline 210 and at an obtuse angle to the connection section, the connection section 321 being disposed obliquely to the teeth of the external spline 210, with the gear 200 not assembled to the housing 100.

Compression section 322 may be disposed parallel to the teeth of external spline 210 or may be disposed in other ways, such as, for example, compression section 322 may be disposed obliquely with respect to the teeth of external spline 210 in a direction away from the teeth of external spline 210 or obliquely with respect to the teeth of external spline 210 in a direction toward the teeth of external spline 210, as shown in fig. 6.

As shown in fig. 1, the compression part 320 may have a single wave shape formed by one compression section 322 and one connection section 321 connected in a staggered manner, and the compression part 320 may have a multi-wave shape formed by at least two compression sections 322 and at least two connection sections 321 connected in a staggered manner.

The compression part 320 is provided with two compression parts 320 located at both sides of the teeth of the external spline 210, respectively, that is, the compression sections 322 of the two compression parts 320 are located at both sides of the teeth of the external spline 210, respectively, and the compression sections 322 are disposed in parallel with the teeth of the external spline 210 with the gear 200 not assembled to the housing 100, and the two compression sections 322 are located at both sides of the teeth of the external spline 210, respectively.

As shown in fig. 1, the connecting sections 321 of the two compressing sections 320 are also located on both sides of the teeth of the external spline 210, respectively, and a first end of the connecting section 321 of the compressing section 320, which is close to the mounting section 310, is connected to the mounting section 310, a second end of the connecting section 321 is connected to the compressing section 322, and both ends of the remaining connecting section 321 are connected to the two compressing sections 322, respectively.

As shown in fig. 1, a first end of the connection section 321 near the mounting portion 310 is connected to an end of the compression section 322 located at the same side, and a second end of the connection section 321 is connected to the mounting portion 310, for example, a second end of the connection section 321 is connected to one of the third section 313 and the first section 311 of the mounting portion 310, and a second end of the connection section 321 located at the other side is connected to the other of the third section 313 and the first section 311.

As shown in fig. 1, the connection section 321 and the compression section 322 are each disposed with a side gap with the teeth of the external spline 210, the distance between the first end of the connection section 321 adjacent to the mounting portion 310 and the teeth of the external spline 210 is shortest, the distance between the second end of the connection section 321 and the teeth of the external spline 210 is longest, and the distance between the portion between the first end and the second end and the teeth of the external spline 210 is gradually increased, i.e., the connection section 321 is disposed obliquely, and the remaining connection sections 321 may be disposed in a V-shape or other shapes.

In the actual implementation process, when the gear 200 and the housing 100 are assembled, the outer side of the compression section 322 is completely fitted with the teeth of the internal spline 110, and the partial connection section 321 and the complete compression section 322 are deformed inwards under the pressure of the teeth of the internal spline 110, so that the teeth of the internal spline 110 are subjected to the reaction force given by the connection section 321 and the compression section 322, and the teeth of the internal spline 110 cannot contact with the teeth of the external spline 210 to collide.

Through the arrangement of the compression section 322, the contact area between the compression part 320 and the teeth of the internal spline 110 can be increased, so that the pressure between the compression part 320 and the teeth of the internal spline 110 is reduced, the abrasion of the clamping ring 300 to the teeth of the internal spline 110 is reduced, the service life of the internal spline 110 is prolonged, and through the arrangement of the connecting section 321, the pressure born by the whole connecting section 321 can be reduced, so that the connecting section 321 of the clamping ring 300 is prevented from breaking in the long-term operation process of the speed reducer.

In some embodiments, as shown in fig. 1, with collar 300 mounted between gear 200 and housing 100, compression portion 320 has a pre-compressed amount, and upon being torqued in one direction, compression portion 320 increases in compression, and the teeth of external spline 210, to which collar 300 is not mounted, are not in contact with the sidewalls of the grooves of internal spline 110.

In the actual implementation process, since the collar 300 has a certain precompression amount when the gear 200 is assembled with the housing 100, if the collar 300 is not arranged between the teeth of the external spline 210 of the partial gear 200 and the teeth of the internal spline 110 of the housing 100, then the two have a certain clearance when the gear 200 is assembled with the housing 100; during rotation of the reduction gear, i.e. when the collar 300 is subjected to a certain torque, the compression of itself increases, while there is still a certain gap between the teeth of the external spline 210, which are not provided with the collar 300, and the side walls of the grooves of the internal spline 110, until the torque increases to a certain extent, the teeth of the external spline 210 of the collar 300 come into contact with the side walls of the grooves of the internal spline 110.

By setting the precompression amount as described above, rattle between the teeth of the external spline 210 and the side walls of the grooves of the internal spline 110 can be buffered to some extent, thereby reducing noise generated by contact therebetween.

In some embodiments, as shown in fig. 1, the speed reducer further includes a clamp spring 400, the external spline 210 is provided with a first mounting groove along the circumferential direction, the inner side of the internal spline 110 is provided with a second mounting groove along the circumferential direction, an inner side portion of the clamp spring 400 is mounted in the first mounting groove, an outer side portion of the clamp spring 400 is mounted in the second mounting groove, and the collar 300 is located radially inward of the clamp spring 400.

In the actual execution process, the external spline 210 and the internal spline 110 are respectively provided with a first mounting groove and a second mounting groove along the circumferential direction, when the gear 200 and the housing 100 are assembled, the collar 300 is mounted on the root of the tooth of the external spline 210, a part of the inner side of the clamp spring 400 is inserted into the first mounting groove of the external spline 210, another part of the outer side of the clamp spring 400 is inserted into the mounting groove of the internal spline 110, and the clamp spring 400 is positioned on the radial outer side of the collar 300.

Through the arrangement of the clamp spring 400 and the clamp ring 300, the clamp ring 300 can be installed without affecting the installation of the clamp spring 400, and the axial limit of the gear 200 and the shell 100 can be realized through the clamp spring 400.

In some embodiments, as shown in FIG. 2, the grooves of the internal spline 110 include a first type of groove 120 and a second type of groove 130, the first type of groove 120 having a width that is greater than the width of the second type of groove 130, and the collar 300 is positioned within the first type of groove 120.

Wherein, as shown in fig. 2, in the state that the gear 200 is assembled with the housing 100, the collar 300 is mounted on the teeth of the external spline 210 located in the first type groove 120, so that a sufficient space is ensured to be able to mount the collar 300.

During operation of the speed reducer, the portion of the internal spline 110, between which the collar 300 is not disposed, and the teeth of the external spline 210, play a role in mainly bearing the transmission torque, and the portion of the internal spline 110, between which the collar 300 is disposed, and the teeth of the external spline 210, do not play a role in mainly bearing the transmission torque, and mainly play a role in improving NVH performance.

By the arrangement of the grooves of the internal spline 110, the NVH performance of the vehicle can be improved without affecting the efficiency of torque transmission.

In some embodiments, as shown in fig. 2, the first type of groove 120 and the second type of groove 130 are each provided in plurality, and the plurality of first type of grooves 120 and the plurality of second type of grooves 130 are circumferentially spaced apart.

As shown in fig. 2, four second-type grooves 130 may be disposed between two adjacent first-type grooves 120, or five or other second-type grooves 130 may be disposed between two adjacent first-type grooves 120, so that the first-type grooves 120 and the second-type grooves 130 are uniformly arranged according to the arrangement manner.

By the above arrangement of the first type groove 120 and the second type groove 130, the balance of the assembly between the gear 200 and the housing 100 can be ensured.

The embodiment of the application also provides a vehicle.

The vehicle includes: a drive source and a decelerator as in any of the embodiments described above.

The driving source can be a motor, and the output end of the driving source is in power coupling connection with the input end of the speed reducer.

According to the vehicle provided by the embodiment of the application, by adopting the speed reducer, collision noise generated by the spline between the gear 200 and the shell 100 when the speed reducer is switched to forward and reverse can be avoided, meanwhile, the damping between the gear 200 and the shell 100 can be increased, the excitation force of meshing of part of the gear 200 is absorbed, the vibration response of the shell 100 is reduced, so that the NVH performance of the vehicle is optimized, and the precision and the assembly precision of the gear 200 can be reduced, thereby reducing the cost.

The terms first, second and the like in the description and in the claims, 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 may be interchanged, as appropriate, such that embodiments of the present application may be implemented in sequences other than those illustrated or described herein, and that the objects identified by "first," "second," etc. are generally of a type, and are not limited to the number of objects, such as the first object may be one or more. Furthermore, in the description and claims, "and/or" means at least one of the connected objects, and the character "/", generally means that the associated object is an "or" relationship.

In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present application and simplifying the description, and do not indicate or imply that the device or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

In the description of the application, a "first feature" or "second feature" may include one or more of such features.

In the description of the present application, "plurality" means two or more.

In the description of the application, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, and may also include the first and second features not being in direct contact but being in contact with each other by another feature therebetween.

In the description of the application, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the application. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

While embodiments of the present application have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the application, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. A speed reducer, characterized by comprising:

the gear is provided with an external spline at the periphery;

the inner side of the shell is provided with an internal spline which is used for being in plug-in fit with the external spline;

and a collar resiliently mounted between at least some of the teeth of the external spline and the internal spline.

2. A decelerator according to claim 1 wherein the collar includes a mounting portion and a compression portion connected, the mounting portion being connected to the teeth of the external spline, the compression portion being disposed in a backlash relationship with the external spline.

3. The speed reducer according to claim 2, wherein the mounting portion includes: the first section, the second section and the third section that link to each other in order, first section with the third section is located respectively the both sides of external spline's tooth, the second section is located the terminal surface of external spline's tooth with between the terminal surface of the groove of internal spline, just first section with the third section all with compression portion links to each other.

4. The reducer of claim 2, wherein the mounting portion is an interference fit with teeth of the external spline.

5. The speed reducer according to claim 2, wherein the compression portion includes: the gear comprises at least one compression section and at least one connecting section which are connected in a staggered manner, wherein the compression section is positioned on the side face of the tooth of the external spline, the connecting section is positioned on the side face of the tooth of the external spline, the compression section is spaced from the tooth of the external spline and forms an obtuse angle with the connecting section under the condition that the gear is not assembled to the shell, and the connecting section and the tooth of the external spline are obliquely arranged.

6. The speed reducer of claim 5, wherein the compression portion has a precompaction amount with the collar mounted between the gear and the housing, and the compression amount of the compression portion increases when torque is applied in one direction, and the teeth of the male spline to which the collar is not mounted are not in contact with the side walls of the groove of the female spline.

7. The speed reducer according to any one of claims 1 to 6, further comprising a snap spring, wherein the external spline is provided with a first mounting groove in a circumferential direction, an inner side of the internal spline is provided with a second mounting groove in a circumferential direction, an inner side portion of the snap spring is mounted in the first mounting groove, an outer side portion of the snap spring is mounted in the second mounting groove, and the collar is located radially inward of the snap spring.

8. The speed reducer of any of claims 1-6, wherein the internally splined grooves comprise a first type of groove and a second type of groove, the first type of groove having a width that is greater than a width of the second type of groove, the collar being located within the first type of groove.

9. The speed reducer of claim 8, wherein the first type of groove and the second type of groove are each provided in plurality, and the plurality of first type of grooves and the plurality of second type of grooves are circumferentially spaced apart.

10. A vehicle, characterized by comprising:

a driving source;

a decelerator according to any one of claims 1 to 9, the output of the drive source being in dynamic coupling connection with the input of the decelerator.