CN119802201A - Reducer assembly and vehicle - Google Patents
Reducer assembly and vehicle Download PDFInfo
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- CN119802201A CN119802201A CN202311864470.8A CN202311864470A CN119802201A CN 119802201 A CN119802201 A CN 119802201A CN 202311864470 A CN202311864470 A CN 202311864470A CN 119802201 A CN119802201 A CN 119802201A
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Abstract
本发明公开了一种减速器总成和车辆。减速器总成包括：箱体，所述箱体设有腔室和第一油路，所述腔室包括减速腔和解耦腔；油泵，所述油泵连通所述减速腔和所述第一油路，所述油泵适于将所述减速腔内的润滑油通过所述第一油路导向至所述解耦腔。上述减速器总成中，通过设置油泵和第一油路，可将减速腔室内的润滑油导向至解耦腔，可以对解耦腔内的解耦机构进行主动润滑，避免解耦机构因润滑不足而出现故障。
The present invention discloses a reducer assembly and a vehicle. The reducer assembly comprises: a housing, the housing is provided with a chamber and a first oil circuit, the chamber comprises a reduction chamber and a decoupling chamber; an oil pump, the oil pump connects the reduction chamber and the first oil circuit, the oil pump is suitable for guiding the lubricating oil in the reduction chamber to the decoupling chamber through the first oil circuit. In the above-mentioned reducer assembly, by providing the oil pump and the first oil circuit, the lubricating oil in the reduction chamber can be guided to the decoupling chamber, the decoupling mechanism in the decoupling chamber can be actively lubricated, and the decoupling mechanism can be prevented from malfunctioning due to insufficient lubrication.
Description
Technical Field
The invention relates to the technical field of vehicles, in particular to a speed reducer assembly and a vehicle.
Background
In the related art, the speed reducer assembly has a decoupling mechanism, and when the decoupling mechanism is in a decoupling state, the differential is in a non-rotating state. However, the differential in the non-rotating state cannot stir up the lubricating oil to lubricate the decoupling mechanism, which easily causes the decoupling mechanism to malfunction due to insufficient lubrication.
Disclosure of Invention
The embodiment of the invention provides a speed reducer assembly and a vehicle, which solve at least one technical problem.
A decelerator assembly of an embodiment of the present invention includes:
the box body is provided with a cavity and a first oil way, and the cavity comprises a speed reducing cavity and a decoupling cavity;
The oil pump is communicated with the speed reducing cavity and the first oil way, and is suitable for guiding lubricating oil in the speed reducing cavity to the decoupling cavity through the first oil way.
In the speed reducer assembly, through setting up oil pump and first oil circuit, can lead the lubricating oil in the speed reduction chamber to the decoupling cavity, can carry out initiative lubrication to decoupling mechanism in the decoupling cavity, avoid decoupling mechanism to break down because of the lubrication deficiency.
In one embodiment, the speed reducer assembly includes:
the transmission assembly is positioned in the speed reduction cavity and is provided with a first output end;
The first half shaft is provided with a first end and a second end, the speed reducing cavity and the decoupling cavity are communicated with each other, the first end is positioned in the speed reducing cavity, the second end is positioned in the decoupling cavity, the first end is connected with the first output end, and the second end is suitable for being connected with an output shaft;
The decoupling mechanism is arranged in the decoupling cavity and connected between the second end and the output shaft, and the decoupling mechanism is suitable for realizing the coupling and the separation between the first half shaft and the output shaft.
In one embodiment, the chamber includes a first shaft hole through which the speed reducing chamber and the decoupling chamber communicate, the first half shaft passing through the first shaft hole, and an outlet of the first oil path communicating into the first shaft hole.
In one embodiment, the speed reducer assembly includes a first differential bearing, the transmission assembly includes a differential including a differential housing, the first differential bearing is disposed in the first shaft bore, and the differential housing is supported on the first differential bearing.
In one embodiment, the speed reducer assembly comprises an oil separation device, the oil separation device is installed in the first shaft hole, the first differential bearing is located on the side, facing the speed reducing cavity, of the oil separation device, and the outlet of the first oil circuit is located on the side, facing the decoupling mechanism, of the oil separation device.
In one embodiment, the speed reducer assembly includes a first differential bearing, the drive assembly includes a differential including a differential housing supported on the first differential bearing;
The box body is provided with a first shaft hole, the speed reducing cavity is communicated with the decoupling cavity through the first shaft hole, the first half shaft penetrates through the first shaft hole, a first bearing seat is formed at one end, close to the speed reducing cavity, of the first shaft hole, and the first differential bearing is supported on the first bearing seat;
The box is equipped with the second oil circuit, the second oil circuit is suitable for with lubricating oil in the speed reduction chamber direction to first bearing frame is in order to lubricate first differential bearing.
In one embodiment, the speed reducer assembly includes an oil separator mounted within the first shaft bore.
In one embodiment, the oil separation device is provided with a communication channel, and the speed reduction cavity and the decoupling cavity are communicated through the communication channel.
In one embodiment, the second oil path includes a first oil collecting groove provided in the speed reducing cavity and an oil guiding structure provided in the box body, the oil guiding structure has an oil guiding channel, a first through hole is provided at a bottom wall of the first oil collecting groove, the first oil collecting groove is adapted to collect lubricating oil falling in the speed reducing cavity, an inlet of the oil guiding channel is communicated with the first through hole, and an outlet of the oil guiding channel is adapted to guide the lubricating oil in the oil guiding channel to the first bearing seat so as to lubricate the first differential bearing.
In one embodiment, the second oil path includes a first flow path provided in the tank, the first flow path communicating the outlet of the oil pump and the speed reducing chamber, the first flow path being adapted to spray the lubricating oil output from the oil pump into the first oil sump.
In one embodiment, the speed reducer assembly includes a second differential bearing, the drive assembly includes a differential including a differential housing supported on the second differential bearing;
a second bearing is formed in the box body, and the second differential bearing is arranged in the second bearing seat;
the box is equipped with the third oil circuit, the third oil circuit is suitable for with the lubricating oil in the speed reduction chamber is directed to the second bearing frame is in order to lubricate the second differential bearing.
In one embodiment, the third oil path includes a second flow passage provided in the tank, the second flow passage communicating the outlet of the oil pump and the second bearing housing, the second flow passage being adapted to spray the lubricating oil output from the oil pump to the second bearing housing.
In one embodiment, the third oil path includes a second oil sump provided in the speed reduction chamber, a bottom wall of the second oil sump is provided with a second through hole, and the second oil sump is adapted to collect the lubricating oil falling in the speed reduction chamber and guide the lubricating oil to the second bearing seat through the second through hole.
In one embodiment, the box body comprises a first box body, a second box body and a decoupling box, the first box body and the second box body enclose a speed reducing cavity, the decoupling box is arranged on one side, deviating from the second box body, of the first box body, and the decoupling cavity is arranged in the decoupling box.
In one embodiment, the speed reducer assembly comprises a drive motor, the box is provided with a fourth oil path and a fifth oil path, the fourth oil path is suitable for guiding lubricating oil output by the oil pump to a stator of the drive motor, and the fifth oil path is suitable for guiding lubricating oil output by the oil pump to a rotor of the drive motor.
In one embodiment, the speed reducer assembly includes an opening adjustment valve, an inlet of the oil pump communicates with the chamber, the fifth oil passage is connected to an outlet of the oil pump through the opening adjustment valve, and the opening adjustment valve is configured to adjust an opening of the fifth oil passage to thereby adjust a flow rate of the lubricating oil flowing to the fifth oil passage.
A vehicle of an embodiment of the invention includes a speed reducer assembly of any of the embodiments described above.
According to the vehicle, through the arrangement of the oil pump and the first oil way, lubricating oil in the speed reduction cavity can be guided to the decoupling cavity, and the decoupling mechanism in the decoupling cavity can be actively lubricated, so that the decoupling mechanism is prevented from being failed due to insufficient lubrication. .
Additional aspects and advantages of the invention 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 invention.
Drawings
In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings that are necessary for the description of the embodiments or the prior art will be briefly described, it being obvious that the drawings in the following description are only some embodiments of the invention, and that other drawings may be obtained from the structures shown in these drawings without the need for inventive effort to a person skilled in the art.
FIG. 1 is a schematic diagram of a speed reducer assembly according to an embodiment of the present invention;
Fig. 2 is a schematic layout view of a first case according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of the arrangement of a second case according to an embodiment of the present invention;
fig. 4 is a schematic diagram of an oil path section of a first tank according to an embodiment of the present invention;
fig. 5 is a schematic diagram of oil paths of the first and second tanks according to the embodiment of the present invention;
fig. 6 is another schematic cross-sectional view of an oil passage of the first casing according to the embodiment of the present invention;
FIG. 7 is a schematic cross-sectional view of a speed reducer assembly according to an embodiment of the invention;
FIG. 8 is an enlarged schematic view of portion D of FIG. 7;
FIG. 9 is another cross-sectional schematic view of a speed reducer assembly according to an embodiment of the invention;
FIG. 10 is an enlarged schematic view of portion E of FIG. 8;
FIG. 11 is yet another cross-sectional schematic view of a speed reducer assembly according to an embodiment of the invention;
fig. 12 is a schematic view of an oil passage flow module of a decelerator assembly according to an embodiment of the present invention.
Reference numerals for main elements:
a decelerator assembly 100;
The device comprises a box body 11, a containing groove 101, a fixing groove 102, a speed reducing cavity 103, a decoupling cavity 105, a first shaft hole 104 and an outlet 106 of a first oil circuit 400;
The oil pan assembly comprises a first box body 10, an oil pan 112, a first component 114, a second component 116, a magnet 117, an oil pump 118, a first filter 120, an oil return port 121, an oil cooler 122, an oil guide pipe 124, a fifth bearing seat 123, a first bearing seat 126, an oil baffle 128, an oil separation device 130, a communication channel 132, an oil return hole 134, an oil injection pipe 136, an opening degree adjusting valve 138, a fifth through hole 127, a first differential bearing 140, a second differential bearing 142, a first through hole 143, a first mounting hole 144, a second through hole 145 and a second mounting hole 146;
A second housing 20, a second bearing housing 212, a fourth bearing housing 214;
a transmission assembly 30, a differential 31, a planetary gear arrangement 32, a first output 33, a second output 34, a differential housing 35, a differential gear 36;
a spindle assembly 40, a spindle gear 41;
A countershaft assembly 50, a countershaft gear 51;
The power of the drive motor 60, the motor shaft 612,
A decoupling box 70, a decoupling mechanism 71;
The oil guide device comprises a second oil circuit 200, a first flow channel 202, a first oil collecting groove 204, a first through hole 206, a third through hole 207, an oil guide structure 208 and an oil guide channel 209;
A third oil path 300, a second flow path 302, a second oil collecting groove 304, a diversion channel 305, a second through hole 306, a sixth through hole 308, a sixth bearing seat 310, and an oil guiding groove 312;
A first oil path 400, a third flow path 402;
A fourth oil path 500, a first branch 502, a second branch 504, a first oil injection port 506 and a second oil injection port 508;
a fifth oil passage 600;
a common oil passage 700;
A sixth oil passage 800;
A first half shaft 90, a first end 91, and a second end 92.
The gear comprises a meshing sleeve 311, a connecting sleeve 321, a flanging structure 1301, a sealing groove 1311, an oil seal 3011, a fixed bearing 3021, a first coupling tooth part 3111, a second coupling tooth part 3121 and a gear tooth structure 3211.
Detailed Description
Embodiments of the present invention 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 exemplary only for explaining the present invention and are not to be construed as limiting the present invention.
In the description of the present invention, 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", 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 invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more features. In the description of the present invention, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.
In the description of the present invention, it should be noted that the terms "mounted," "connected," and "coupled" are to be construed broadly, as well as, for example, fixedly coupled, detachably coupled, or integrally coupled, unless otherwise specifically indicated and defined. It may be a mechanical connection that is made, or may be an electrical connection. Can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, 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 indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
The following disclosure provides many different embodiments, or examples, for implementing different features of the invention. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the invention. Furthermore, the present invention may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present invention provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.
Referring to fig. 1 to 11, a speed reducer assembly 100 according to an embodiment of the present invention includes a housing 11, a transmission assembly 30, a main shaft assembly 40, a sub shaft assembly 50, and a driving motor 60. The decelerator assembly 100 may be applied to vehicles including, but not limited to, electric-only vehicles, extended range electric vehicles, hybrid vehicles, and the like.
The housing 11 is provided with a chamber comprising a deceleration chamber 103 and a decoupling chamber 105. In one embodiment, the case 11 may include a first case 10 and a second case 20, the first case 10 is connected to the second case 20, the first case 10 and the second case 20 surround to form a speed reduction chamber 103, and the transmission assembly 30 is located in the speed reduction chamber 103. The housing 11 further comprises a decoupling box 70, wherein a decoupling cavity 105 is provided in the decoupling box 70. Alternatively, the decoupling box 70 may be connected to a side of the first casing 10 facing away from the second casing 20, for example, the first casing 10 and the decoupling box 70 may be connected by bolts.
Alternatively, the first casing 10 may be a front casing, the second casing 20 may be a rear casing, and the driving motor 60 may be accommodated in an inner cavity of the first casing 10. Referring to fig. 6, the driving motor 60 includes a motor shaft 612 and a motor bearing, the motor shaft 612 is mounted on the motor bearing, and the motor bearing is mounted on the inner cavity side wall of the first casing 10. The spindle assembly 40 includes a spindle 41, the spindle 41 being connectable to a motor shaft 612. The spindle 41 is connected to a first spindle bearing, a second spindle bearing, and a third spindle bearing, the first spindle bearing and the second spindle bearing are mounted on the first casing 10, and the third spindle bearing is mounted on the second casing 20.
The countershaft assembly 50 connects the main shaft assembly 40 and the transmission assembly 30, and in particular, the countershaft assembly 50 includes a countershaft and a countershaft gear 51, the countershaft gear 51 is mounted on the countershaft, the transmission assembly 30 may include a differential 31, the differential 31 includes a differential housing 35 and a differential gear 36, the differential gear 36 is disposed within the differential housing 35, the main shaft 41 is meshed with the countershaft gear 51, and the countershaft is meshed with the differential gear 36. When the driving motor 60 is operated, the motor shaft 612 drives the main shaft 41 to rotate, so that the power of the driving motor 60 is transmitted to the transmission assembly 30 through the main shaft 41 and the auxiliary shaft assembly 50, and the differential gear 36 and the differential case 35 are rotated.
The auxiliary shaft is connected with a first auxiliary shaft bearing and a second auxiliary shaft bearing, wherein the first auxiliary shaft bearing is arranged on the first box body 10, and the second auxiliary shaft bearing is arranged on the second box body 20.
In one embodiment, passive lubrication is used to lubricate the revolute pair within the speed reducer assembly 100. Specifically, the bottom of the inner cavity of the first casing 10 is provided with an oil pan 112, the oil pan 112 includes a first component 114 and a second component 116 that are connected to each other, the counter gear 51 may be partially located in the first component 114, the differential gear 36 may be partially located in the second component 116, the lubricating oil in the oil pan 112 may be stirred and splashed when the counter gear 51 and the differential gear 36 rotate, the rotating pair in the speed reducer assembly 100 is lubricated in a splash lubrication manner, and the lubricating oil may take away heat generated by friction of the rotating pair and debris generated by friction between the gear pair while lubricating the speed reducer assembly 100. When the lubricating oil returns to the bottom of the reducer assembly 100 due to gravity, the magnet 117 at the bottom of the inner cavity of the first casing 10 will absorb the debris, so as to prevent the debris from returning again between the revolute pairs, causing wear between the revolute pairs and even disabling the revolute pairs.
When the decoupling mechanism 71 is in the decoupled state, since the differential gear 36 does not rotate, the decoupling mechanism 71 cannot be lubricated by stirring up the lubricating oil, and thus, it is necessary to provide an active lubrication manner to actively lubricate the decoupling mechanism 71. Compared with the passive lubrication mode, the active lubrication mode is controllable, and the lubrication requirement of the decoupling mechanism 71 can be met.
Specifically, the housing 11 is provided with a first oil passage 400, and the chamber includes a speed reducing chamber 103 and a decoupling chamber 105. The speed reducer assembly 100 comprises an oil pump 118, the oil pump 118 being in communication with the speed reduction chamber 103 and the first oil passage 400, the oil pump 118 being adapted to guide lubricating oil in the speed reduction chamber 103 to the decoupling chamber 105 via the first oil passage 400.
In the above-mentioned speed reducer assembly 100, by providing the oil pump 118 and the first oil path 400, the lubricating oil in the speed reducing cavity 103 can be guided to the decoupling cavity 105, so that the decoupling mechanism 71 in the decoupling cavity 105 can be actively lubricated, and the decoupling mechanism 71 is prevented from failure due to insufficient lubrication.
Alternatively, the oil pump 118 may be installed in the first casing 10 or the second casing 20, the speed reducing cavity 103 is provided with an oil suction port, the inlet of the oil pump 118 may be communicated with the speed reducing cavity 103 through the oil suction port, the oil pump 118 sucks the lubricating oil accumulated in the speed reducing cavity 103 from the oil suction port, and then conveys the lubricating oil to the first oil path 400, and the lubricating oil is guided to the decoupling cavity 105 through the first oil path 400, so as to actively lubricate the decoupling mechanism 71 in the decoupling cavity 105. Alternatively, the oil pump 118 may be an electronic oil pump.
Referring to fig. 2, an oil suction port may be disposed at the bottom of the inner cavity of the first tank 10, an oil return port 121 is disposed on a side wall of the first tank 10, the inner cavity of the first tank 10 is communicated with the inner cavity of the second tank 20 through the oil return port 121, and further, the oil pump 118 may suck the lubricating oil accumulated in the first tank 10 and the second tank 20 through the oil suction port.
Optionally, in order to effectively filter the lubricating oil, increase the oil quality of the lubricating oil, prolong the service life of the oil pump 118, and reduce the replacement frequency of the lubricating oil, the speed reducer assembly 100 includes a first filter 120 and a second filter (not shown), and the first filter 120 and the second filter may be mounted to the first casing 10. An inlet of the first filter 120 may communicate with an outlet of the oil pump 118, and an outlet of the first filter 120 may communicate with an inlet of each oil passage. The second filter may be disposed at the oil suction port, or between the oil suction port and the inlet of the oil pump 118. The first filter 120 may be a fine filter and the second filter may be a coarse filter. The lubricating oil subjected to rough filtration and fine filtration can effectively lubricate the speed reducer assembly 100, prolong the service life of parts such as a bearing, a gear, a spline and a decoupling mechanism 71, reduce the replacement frequency of the lubricating oil of the speed reducer assembly 100, reduce the quality problems of part faults caused by poor lubrication, improve the economy and reliability of the whole vehicle and relieve after-market complaints.
Optionally, in order to more efficiently cool the components of the speed reducer assembly 100, the speed reducer assembly 100 includes the oil cooler 122, the oil cooler 122 may be installed in the second casing 20, and the oil cooler 122 is used to cool the lubricating oil, so that the components such as the driving motor 60 are cooled more sufficiently, and the service life of the components such as the driving motor 60 is prolonged. Alternatively, the outlet of the first filter 120 may be connected to the inlet 125 of the oil conduit 124, the inlet of the oil cooler 122 may be connected to the outlet of the oil conduit 124, and the refined filtered lubricating oil may enter the oil cooler 122 for cooling. Alternatively, a portion of the lubricant output from the first filter 120 may be cooled and split by the transfer conduit 124 to the oil cooler 122 and another portion may be directed to the decoupling chamber 105. Alternatively, the lubricating oil output from the first filter 120 may flow entirely to the oil cooler 122, and the cooled lubricating oil output from the oil cooler 122 may be split to the respective oil passages. In the embodiment shown in fig. 5, the oil path of the oil cooler 122 is schematically shown as region a. It will be appreciated that the oil cooler 122 may also be located elsewhere, and is not limited to being connected to the outlet of the first filter 120.
In one embodiment, the transmission assembly 30 has a first output end 33 and the reducer assembly 100 includes a first half-shaft 90, the first half-shaft 90 having a first end 91 and a second end 92, the reduction cavity 103 and the decoupling cavity 105 communicating with each other, the first end 91 being in the reduction cavity 103, the second end 92 being in the decoupling cavity 105, the first end 91 being connected to the first output end 33, the second end 92 being adapted to be connected to an output shaft. The decoupling mechanism 71 is disposed within the decoupling cavity 105 and is connected between the second end 92 and the output shaft, the decoupling mechanism 71 being adapted to effect coupling and decoupling between the first half-shaft 90 and the output shaft.
It should be noted that the coupling refers to a phenomenon that two or more systems or two motion forms affect each other through interaction so as to be combined, and the decoupling state is decoupling, it can be understood that the speed reducer assembly 100 is used for providing power for a vehicle, the speed reducer assembly 100 is connected with the whole vehicle through the first half shaft 90, the decoupling mechanism 71 and the output shaft and transmits power, the speed reducer assembly 100 is a power output mechanism, the whole vehicle is an operation mechanism, the power connection of the speed reducer assembly 100 and the whole vehicle belongs to a coupling relationship, the decoupling mechanism 71 is used for decoupling or closing the power connection of the speed reducer assembly 100 and the whole vehicle, when the double-power-source driving vehicle adopts a single power source driving, the speed reducer assembly 100 which does not participate in driving can idle along with the running of the vehicle, at this moment, the decoupling mechanism 71 can timely decouple the first half shaft 90 from the output shaft, that is, the decoupling mechanism 71 can timely disconnect the transmission of the speed reducer assembly 100 and the whole vehicle, and thus effectively reducing the whole vehicle energy consumption.
Since the state of the vehicle changes frequently when the vehicle is in use, the working condition of the decoupling mechanism 71 changes frequently correspondingly, and friction exists between structural components in the decoupling mechanism 71, and the speed reducer assembly 100 of the embodiment can guide lubricating oil in the speed reducing cavity 103 to the decoupling cavity 105 through the first oil path 400 arranged in the box 11, so that the decoupling mechanism 71 is effectively and actively lubricated, dry grinding of the decoupling mechanism 71 is not easy to occur when the decoupling mechanism 71 is in operation, and the operation of the decoupling mechanism 71 is more stable and reliable.
In one embodiment, differential 31 includes a planetary gear structure 32 and differential gear 36 may be coupled to first end 91 of first half-shaft 90 via planetary gear structure 32, and planetary gear structure 32 includes first output 33. Further, the first half shaft 90 is arranged coaxially with the differential gear 36. Thus, when the speed reducer assembly 100 is in operation, the main shaft 41 rotates the counter gear 51, and the counter gear 51 rotates the differential gear 36, thereby transmitting power to the first half shaft 90 via the differential gear 36 and the planetary gear structure 32. The first half shaft 90 may be coupled to the first output 33 through the differential housing 35, e.g., the first output 33 may have splines, and the first output 33 may be coupled to the first end 91 via the splines. The transmission assembly 30 adopts a gear transmission mode to transmit power to the first half shaft 90, so that the transmission is accurate, the transmission efficiency is high, and the transmission is reliable.
In one embodiment of the present invention, referring to fig. 7 to 11, the decoupling mechanism 71 may include an engagement sleeve 311, a connection sleeve 321, and a fixed bearing 3021.
Extending along the axis of the first axle shaft 90 is a sleeve 311, the sleeve 311 having a first coupling tooth 3111 and a second coupling tooth 3121, the second end 92 being selectively coupleable with the first coupling tooth 3111 or the second coupling tooth 3121 being selectively coupleable with and uncoupled from the output shaft.
The second end 92 of the first half shaft 90 is disposed in a couplable relationship with the first coupling tooth 3111 of the engagement sleeve 311, the first half shaft 90 is capable of transmitting power to the engagement sleeve 311 when the second end 92 of the first half shaft 90 is in coupling relationship with the first coupling tooth 3111 of the engagement sleeve 311, and the first half shaft 90 is decoupled from the engagement sleeve 311 when the second end 92 of the first half shaft 90 is decoupled from the first coupling tooth 3111 of the engagement sleeve 311, such that a transition in transmission between the first half shaft 90 and the engagement sleeve 311 can be conveniently achieved by controlling the coupling state of the second end 92 of the first half shaft 90 with the first coupling tooth 3111 of the engagement sleeve 311. Alternatively, the second end 92 of the first half shaft 90 may be splined to the first coupling tooth 3111 of the engagement sleeve 311, and the second end 92 of the first half shaft 90 may be splined to the first coupling tooth 3111 of the engagement sleeve 311.
The second coupling tooth 3121 is disposed in a couplable relationship with the output shaft, the engagement sleeve 311 can transmit power to the output shaft when the second coupling tooth 3121 is coupled with the output shaft, and the engagement sleeve 311 is decoupled from the output shaft when the second coupling tooth 3121 is decoupled from the output shaft, since the first coupling tooth 3111 and the second coupling tooth 3121 are disposed on the engagement sleeve 311, the engagement state of the engagement sleeve 311 with the first half shaft 90 and the output shaft is synchronized, so that the first half shaft 90 can be conveniently decoupled from the output shaft by controlling the coupling state of the engagement sleeve 311 with the output shaft and the first half shaft 90. Of course, the first coupling tooth portion 3111 of the engagement sleeve 311 may be configured to always maintain the coupled state with the first half shaft 90 when the engagement sleeve 311 moves in the axial direction of the first half shaft 90 and the second coupling tooth portion 3121 may be configured to selectively couple with the output shaft, or the first coupling tooth portion 3111 of the engagement sleeve 311 may be configured to selectively couple with the first half shaft 90 and the second coupling tooth portion 3121 may be configured to always maintain the coupled state with the output shaft when the engagement sleeve 311 moves in the axial direction of the first half shaft 90, so as to satisfy that the decoupling and coupling of the first half shaft 90 and the output shaft may be controlled.
One end of the connecting sleeve 321 protrudes into the engagement sleeve 311 and is selectively coupled to and decoupled from the second coupling tooth 3121 of the engagement sleeve 311, and the other end of the connecting sleeve 321 (e.g., the end of the connecting sleeve 321 remote from the first half shaft 90 shown in fig. 9 and 10) is supported in a fixed bearing 3021, and an output shaft of the vehicle is fixedly connected to the connecting sleeve 321. Therefore, the connecting sleeve 321 is meshed with the meshing sleeve 311, the output shaft is fixedly connected with the connecting sleeve 321, when the speed reducer assembly 100 runs, the first half shaft 90 can be meshed with the meshing sleeve 311 and the meshing sleeve 311 is meshed with the connecting sleeve 321 to transmit power to the output shaft to drive the vehicle, and the meshing transmission mode enables the transmission efficiency between the speed reducer assembly 100 and the whole vehicle to be higher, and the transmission is stable and reliable.
The connecting sleeve 321 is selectively coupled to and separated from the second coupling tooth portion 3121 of the engaging sleeve 311, when the connecting sleeve 321 is in a coupled state with the second coupling tooth portion 3121, the engaging sleeve 311 can transmit power to the connecting sleeve 321, and when the connecting sleeve 321 is in a separated state with the second coupling tooth portion 3121, the connecting sleeve 321 is decoupled from the engaging sleeve 311, so that the transition of the transmission state between the connecting sleeve 321 and the engaging sleeve 311 can be conveniently achieved by controlling the coupled state of the connecting sleeve 321 and the engaging sleeve 311. Alternatively, the connecting sleeve 321 and the engaging sleeve 311 may be connected by a spline, and the connecting sleeve 321 and the engaging sleeve 311 may also be connected by tooth engagement.
In one embodiment of the present invention, as shown in fig. 10, one end of the connecting sleeve 321 engaged with the second coupling tooth portion 3121 is provided with a plurality of gear tooth structures 3211, the plurality of gear tooth structures 3211 are arranged at intervals along the axial direction of the connecting sleeve 321, and the second coupling tooth portion 3121 is correspondingly provided with engaging teeth. Therefore, the connecting sleeve 321 and the meshing sleeve 311 are connected in a tooth meshing mode, the connection is convenient and reliable, and the matching and positioning of the connecting sleeve 321 and the meshing sleeve 311 are accurate.
In one embodiment, the chamber includes a first shaft bore 104, the reduction cavity 103 and the decoupling cavity 105 are in communication through the first shaft bore 104, the first axle shaft 90 passes through the first shaft bore 104, and the outlet 106 of the first oil passage 400 is in communication within the first shaft bore 104.
Therefore, the first shaft hole 104 is formed in the box 11, the first end 91 of the first half shaft 90 in the decoupling cavity 105 penetrates through the first shaft hole 104 and stretches into the speed reducing cavity 103 to be connected with the first output end 33 of the transmission assembly 30, and the decoupling box is simple in structure and convenient to connect. The first shaft hole 104 communicates the speed reducing cavity 103 with the decoupling cavity 105, and the lubricating oil in the speed reducing cavity 103 can flow from the first shaft hole 104 to the decoupling cavity 105 to lubricate the decoupling mechanism 71. When the speed reducer assembly 100 is in operation, the transmission assembly 30 in the speed reducing cavity 103 is in operation, and the transmission assembly 30 drives the first half shaft 90 to rotate, so as to transmit power to the decoupling mechanism 71.
In one embodiment, referring to fig. 7-9, the speed reducer assembly 100 includes a first differential bearing 140, the transmission assembly 30 includes a differential 31, the differential 31 includes a differential housing 35, the first differential bearing 140 is disposed in the first shaft bore 104, and the differential housing 35 is supported on the first differential bearing 140.
Therefore, the first differential bearing 140 is arranged to support and fix the differential shell, the structure is simple, the fixing effect is good, the first differential bearing 140 is arranged in the first shaft hole 104, the outlet 106 of the first oil path 400 is communicated into the first shaft hole 104, and lubricating oil can flow from the speed reducing cavity 103 along the first oil path 400 and directly flow out of the outlet 106 of the first oil path 400 to the decoupling cavity 105, so that the lubricating oil is more convenient to guide to the decoupling cavity 105, and the lubricating effect of the lubricating oil on the decoupling mechanism 71 in the decoupling cavity 105 is improved.
In some examples of the present invention, as shown in fig. 11, one end of the decoupling box 70 may extend into the first shaft hole 104, and a seal groove 1311 is formed on an outer surface of one end of the decoupling box 70, the seal groove 1311 extends in a ring shape along a circumferential direction of the decoupling box 70, and a seal member is provided in the seal groove 1311 and is in sealing abutment with a peripheral wall of the first shaft hole 104. The other end of the decoupling box 70 is provided with an oil seal 3011, and the oil seal 3011 is used for sealing lubricating oil in the decoupling cavity 105. Therefore, the structure is simple, and the sealing effect is good.
In one embodiment, the speed reducer assembly 100 further includes an oil separator 130, the oil separator 130 is mounted in the first shaft hole 104, the first differential bearing 140 is located on a side of the oil separator 130 facing the speed reducing chamber 103, and the outlet 106 of the first oil path 400 is located on a side of the oil separator 130 facing the decoupling mechanism 71.
Thus, the oil in the speed reducing chamber 103 and the decoupling chamber 105 can be separated by the oil separator 130, and the amount of lubricating oil in the first differential bearing 140 and the decoupling mechanism 71 can be ensured.
Specifically, the lubricating oil in the reduction chamber 103 may flow to the side of the oil separator 130 facing the reduction chamber 103, and lubricate the first differential bearing 140. The lubricating oil in the speed reducing chamber 103 can flow to the side of the oil separator 130 facing the decoupling chamber 105 through the first oil passage 400, so as to flow into the decoupling mechanism 71 in the decoupling chamber 105, and actively lubricate the decoupling mechanism 71. The oil separator 130 can separate the lubricating oil of the first differential bearing 140 and the decoupling mechanism 71, so that the lubricating oil quantity of the first differential bearing 140 and the decoupling mechanism is ensured, and the lubricating effect is ensured.
Alternatively, the first oil path 400 may be an oil path formed by a flow path provided in a surrounding wall of the tank 11, where an inlet of the first oil path 400 is communicated with an outlet of the oil pump 118, and an outlet 106 of the first oil path 400 is located at a side of the oil isolation device 130 facing the decoupling mechanism 71, and lubricating oil output by the oil pump 118 may directly flow into the decoupling cavity 105 through the first oil path 400, so as to actively lubricate the decoupling mechanism 71, with a better and controllable lubrication effect.
In a specific example of the present invention, as shown in fig. 7 and 8, an inner wall surface of the first shaft hole 104 facing one end of the speed reduction chamber 103 may be provided with a receiving groove 101, the receiving groove 101 extending in a ring shape in a circumferential direction of the first shaft hole 104, the first differential bearing 140 being provided in the receiving groove 101, and a radially outer end of the oil separator 130 extending into the receiving groove 101 and abutting against a side wall surface of the receiving groove 101 facing away from the speed reduction chamber 103. Thereby, the accommodating groove 101 is formed at the first shaft hole 104, the first differential bearing 140 is arranged in the accommodating groove 101, so that the first differential bearing 140 is convenient and reliable to install and position, the radially outer end of the oil separation device 130 extends into the accommodating groove 101 and abuts against a side wall surface of the accommodating groove 101, which is far away from the speed reduction cavity 103, and good sealing performance is realized between the radially outer end of the oil separation device 130 and the side wall surface of the accommodating groove 101, so that lubricating oil can be better accumulated in the decoupling cavity 105. Preferably, the accommodating groove 101 is communicated with the speed reducing chamber 103 in the axial direction of the first shaft hole 104. Alternatively, the oil separator 130 may be provided in a ring shape, with the first half shaft 90 passing through the oil separator 130.
Further, referring to fig. 7 and 8, a wall surface of the receiving groove 101 facing the decoupling chamber 105 may be provided with a fixing groove 102, a radially outer edge of the oil separator 130 is provided with a flange structure 1301, and the flange structure 1301 of the oil separator 130 is fixed in the fixing groove 102. Specifically, the thickness of the fixing groove 102 along the axial direction of the first shaft hole 104 is the same as the thickness of the oil separation device 130, the flange structure 1301 of the oil separation device 130 and the annular main body of the oil separation device 130 have a certain interval in the axial direction of the oil separation device 130, so that when the first differential bearing 140 is fixed in the accommodating groove 101, one side of the first differential bearing 140 facing the decoupling cavity 105 can be well abutted with the wall surface of the accommodating groove 101, thereby fixing the first differential bearing 140 more stably and reliably, meanwhile, the first differential bearing 140 can play a good limiting and fixing role on the oil separation device 130 in the axial direction of the first shaft hole 104, a certain gap is formed between the annular main body of the oil separation device 130 and the first differential bearing 140, so that lubricating oil can flow in the first shaft hole 104 conveniently and the lubricating oil in the decoupling cavity 105 can flow through the first differential bearing 140 from the gap and flow back into the speed reduction cavity 103.
In one embodiment, the speed reducer assembly 100 includes a first differential bearing 140, the transmission assembly 30 includes a differential 31, the differential 31 includes a differential housing 35, and the differential housing 35 is supported on the first differential bearing 140.
The case 11 has a first shaft hole 104, the speed reducing cavity 103 and the decoupling cavity 105 are communicated through the first shaft hole 104, the first half shaft 90 passes through the first shaft hole 104, one end of the first shaft hole 104 adjacent to the speed reducing cavity 103 forms a first bearing seat 126, and the first differential bearing 140 is supported on the first bearing seat 126;
the housing 11 is provided with a second oil passage adapted to guide the lubricating oil in the reduction chamber 103 to the first bearing housing 126 to lubricate the first differential bearing 140.
Thereby, the first differential bearing 140 can be actively lubricated.
Specifically, in one embodiment, differential 31 includes a differential housing 35, and differential housing 35 is supported on a first differential bearing 140.
Alternatively, the second oil path may be an oil path formed by a flow path provided in the enclosure wall of the casing 11, where an inlet of the second oil path is communicated with the speed reduction cavity 103, an outlet of the second oil path is communicated with the first bearing seat 126, and lubricating oil in the speed reduction cavity 103 may flow to the first bearing seat 126 through the second oil path, so as to lubricate the first differential bearing 140, and ensure a lubrication effect of the first differential bearing 140.
In one embodiment, the speed reducer assembly 100 includes an oil separator 130, the oil separator 130 being mounted within the first shaft bore 104. Thus, by means of the oil separator 130, the amount of lubrication oil in the speed reducing chamber 103 and the decoupling chamber 105 can be balanced.
Specifically, the oil separator 130 is provided with a communication channel 132, and the speed reducing cavity 103 and the decoupling cavity 105 are communicated through the communication channel 132. When the amount of lubrication oil in the speed reducing chamber 103 is large, the lubrication oil in the speed reducing chamber 103 can flow from the communication passage 132 to the decoupling chamber 105. When the amount of lubrication oil in the decoupling chamber 105 is large, the lubrication oil in the decoupling chamber 105 may flow from the communication passage 132 to the speed reducing chamber 103.
In addition, an oil return hole 134 may be provided at the bottom of the oil separator 130, so that the excessive lubricating oil in the decoupling mechanism 71 may flow back into the speed reducing chamber 103.
In one embodiment, referring to fig. 2, the second oil path includes a first oil collecting tank 204 disposed in the speed reducing chamber 103 and an oil guiding structure 208 disposed in the case 11, the oil guiding structure 208 has an oil guiding channel 209, a bottom wall of the first oil collecting tank 204 is provided with a first through hole, the first oil collecting tank 204 is adapted to collect the lubricating oil falling in the speed reducing chamber 103, an inlet of the oil guiding channel 209 is communicated with the first through hole, and an outlet of the oil guiding channel 209 is adapted to guide the lubricating oil in the oil guiding channel 209 to the first bearing seat 126 so as to lubricate the first differential bearing 140.
Thereby, the first differential bearing 140 can be lubricated.
Specifically, in one embodiment, the second casing 20 is provided with a first flow channel 202, the first flow channel 202 is communicated with the outlet of the oil cooler 122 and the speed reducing cavity 103, the first flow channel 202 is suitable for spraying the lubricating oil output by the oil cooler 122 into the speed reducing cavity 103 to spray and lubricate all components in the casing 11, the first differential bearing 140 is arranged on the first bearing seat 126, and the lubricating oil sprayed by the first flow channel 202 can actively lubricate the first differential bearing 140 through the first oil collecting groove 204 and the oil guiding channel 209, so that lubrication is controllable and good in effect. Alternatively, the first flow channel 202 may be a flow channel provided in the surrounding wall of the second casing 20. Thus, by supplying oil by the oil pump 118, active lubrication can be achieved for the first differential bearing 140.
The oil guiding structure 208 is disposed in the first casing 10, in one embodiment, the oil guiding structure 208 may be a groove structure formed on an inner wall surface of the first casing 10, and the lubricating oil flowing out of the first through hole 206 may be injected into an oil guiding channel 209 of the oil guiding structure 208, and the lubricating oil is guided to the first bearing seat 126 by the oil guiding channel 209 to lubricate the first differential bearing 140. Optionally, the speed reducer assembly 100 includes an oil baffle 128, where the oil baffle 128 covers the oil guide channel 209 near the outlet of the oil guide channel 209409, so that the lubricating oil can be prevented from overflowing the oil guide channel 209, and the amount of lubricating oil for lubricating the first differential bearing 140 is ensured.
Further, the lubricating oil sprayed by the first flow channel 202 may lubricate the third main shaft bearing and the second sub shaft bearing of the second casing 20. The second sub-shaft bearing is mounted on the fourth bearing housing 214 of the second housing 20.
The lubricating oil sprayed from the first flow channel 202 or other flow channels and/or the lubricating oil splashed by the gear stirring can collect a part of the lubricating oil from the first oil collecting groove 204 when falling, the bottom wall of the first oil collecting groove 204 is provided with a first through hole 206, and the lubricating oil collected in the first oil collecting groove 204 can flow to the oil guide channel 209 through the first through hole 206 and flow to the first bearing seat 126 through the oil guide channel 209 to actively lubricate the first differential bearing 140.
Optionally, the first oil path 400 includes a third flow path 402 provided in the first casing 10, where the third flow path 402 communicates with the outlet of the first filter 120, and the third flow path 402 is adapted to spray the lubricating oil output from the first filter 120 to the speed reducing cavity 103, and the first oil sump 204 may collect the amount of lubricating oil sprayed by the third flow path 402, so as to increase the amount of lubricating oil to the decoupling mechanism 71.
Optionally, the bottom wall of the first oil sump 204 is provided with a third through hole 207, the first oil sump 204 being adapted to guide lubricating oil to the third bearing seat 139 via the third through hole 207 for lubricating the first and/or the second main shaft bearing mounted on the third bearing seat 139.
Optionally, the third bearing seat 139 is provided with a fourth through hole 141, the first housing 10 is provided with a fifth bearing seat 123, the fifth bearing seat 123 is provided with a fifth through hole 127, the fourth through hole 141 is adapted to guide lubricating oil to the fifth through hole 127, the lubricating oil can enter the fifth bearing seat 123 for active lubrication of the first auxiliary shaft bearing.
In one embodiment, the second oil path includes a first flow path 202 provided in the tank 11, the first flow path 202 communicating with the outlet of the oil pump 118 and the speed reducing chamber 103, the first flow path 202 being adapted to spray the lubricating oil output from the oil pump 118 into the first oil sump 204.
In this way, the lubricating oil can be sprayed into the tank 11 through the first flow passage 202 of the second tank 20.
Specifically, the first flow channel 202 can spray the lubricating oil output by the oil pump 118 into the box 11, spray and lubricate all the components in the box 11, the first differential bearing 140 is arranged on the first bearing seat 126, and the lubricating oil sprayed by the first flow channel 202 can actively lubricate the first differential bearing 140 through the first oil collecting groove 204 and the oil guiding channel 209, so that the lubrication is controllable and good in effect. Optionally, the first flow passage 202 sprays lubricating oil into the deceleration chamber.
In one embodiment, the speed reducer assembly 100 includes a second differential bearing 142, the transmission assembly 30 includes a differential 31, the differential 31 includes a differential housing 35, and the differential housing 35 is supported on the second differential bearing 142;
A second bearing 212 is formed in the housing 11, and the second differential bearing 142 is provided in the second bearing 212. The casing 11 is provided with a third oil passage adapted to guide the lubricating oil in the reduction chamber 103 to the second bearing housing 212 to lubricate the second differential bearing 142.
Thereby, the second differential bearing 142 can be lubricated.
Specifically, in one embodiment, differential 31 includes a differential housing 35, differential housing 35 being supported on a second differential bearing 142, differential 31 having a second output 34. Optionally, the third oil path may be an oil path formed by a flow path provided in a surrounding wall of the casing 11, an inlet of the third oil path is communicated with the oil pump 118, an outlet of the third oil path is communicated with the second bearing seat 212, and lubricating oil in the speed reducing cavity 103 may flow to the second bearing seat 212 through the oil pump 118 and the third oil path, so as to lubricate the second differential bearing 142, thereby ensuring a lubrication effect of the second differential bearing 142. Thus, the second differential bearing 142 can be actively lubricated by the oil pump for oil supply.
The second half shaft may be connected to the second output 34 by way of a differential housing 35, for example, the second output 34 may have splines, and the second half shaft may be connected to the second output 34 by way of the splines.
In one embodiment, the third oil path includes a second flow passage 302 provided in the housing 11, the second flow passage communicating the outlet of the oil pump 118 and the second bearing housing 212, the second flow passage 302 being adapted to spray the lubricating oil output from the oil pump 118 to the second bearing housing 212.
As such, lubrication oil may be sprayed to second bearing housing 212 through second flow passage 302.
Specifically, the second flow passage 302 can guide the lubricating oil output by the oil pump 118 to the second bearing seat 212, so as to actively lubricate the second differential bearing 142, and the lubrication is controllable and good in effect. Alternatively, the second flow passage 302 may be a flow passage provided in the surrounding wall of the housing 11.
In one embodiment, referring to fig. 3, the third oil path includes a second oil sump 304 disposed in the speed reducing chamber 103, a bottom wall of the second oil sump 304 is provided with a second through hole 306, and the second oil sump 304 is adapted to collect the lubricating oil falling in the speed reducing chamber 103 and guide the lubricating oil to the second bearing seat 212 through the second through hole 306.
Thereby, the second differential bearing 142 can be actively lubricated.
Specifically, in one embodiment, the lubricating oil sprayed from the second flow channel 302 or other flow channels, and/or the lubricating oil splashed by the gear stirring may collect a part of the lubricating oil from the second oil sump 304 when the lubricating oil drops, the bottom wall of the second oil sump 304 is provided with a second through hole 306, and the lubricating oil collected in the second oil sump 304 may flow to the second bearing 212 through the second through hole and the flow guiding channel 305, so as to actively lubricate the second differential bearing 142.
Optionally, in the present embodiment, the outlet 307 of the diversion channel 305 faces the outlet of the second flow channel 302, so that the lubricating oil flowing out of the second oil sump 304 and the lubricating oil flowing out of the second flow channel 302 are converged to the second bearing seat 212, and the amount of lubricating oil for lubricating the second differential bearing 142 is increased, so as to actively lubricate the second differential bearing 142.
Optionally, the bottom wall of the second oil sump 304 is provided with a sixth through hole 308. The sixth through hole 308 may guide the lubrication oil in the second oil sump 304 to the sixth bearing housing 310, and actively lubricate the third main shaft bearing mounted to the sixth bearing housing 310.
Optionally, the second housing 20 is provided with an oil guiding groove 312, where the oil guiding groove 312 connects the sixth bearing housing 310 and the fourth bearing housing 214, and the lubricating oil of the sixth bearing housing 310 may be guided to the fourth bearing housing 214 through the oil guiding groove 312 to actively lubricate the second auxiliary shaft bearing mounted on the fourth bearing housing 214.
Alternatively, referring to fig. 11, the first bearing seat 126 is provided with a first through hole 143, the differential casing 35 is provided with a first mounting hole 144, the first through hole 143 is coaxially arranged with the first mounting hole 144, the differential casing 35 is penetrated through the first through hole 143, and the first half shaft 90 is penetrated through the first mounting hole 144 and connected with the first output end 33. The outlet of the oil guide passage 209 may also lubricate the junction, such as a spline junction, between the first mounting hole 144 of the differential case 35 and the first half-shaft 90.
The second bearing seat 212 is provided with a second through hole 145, the differential shell 35 is provided with a second mounting hole 146, the second through hole 145 and the second mounting hole 146 are coaxially arranged, the differential shell 35 penetrates through the second through hole 145, and a second half shaft (not shown) penetrates through the second mounting hole 146 and is connected with the second output end 34. The second flow passage 302 and the outlet 307 of the diversion passage 305 may also lubricate the junction, such as a spline junction, between the second mounting hole 146 of the differential casing 35 and the second axle shaft.
In one embodiment, the second oil sump 304 and the first oil sump 204 may be connected together to form a container, and the bottom wall of the container is provided with various through holes, so that the lubricating oil in the container may flow to various lubricated objects, alternatively, the notches of the first oil sump 204 and the second oil sump 304 face upwards, so as to conveniently collect the sprayed and splashed lubricating oil.
In one embodiment, the third oil path 300 includes a second flow passage 302 provided in the housing 11, the second flow passage 302 communicating the outlet of the oil pump 118 and the second bearing housing 212, the second flow passage 302 being adapted to spray the lubricating oil output from the oil pump 118 to the second bearing housing 212. The third oil path 300 includes a second oil sump 304 provided in the speed reducing chamber 103, a bottom wall of the second oil sump 304 is provided with a second through hole 306, the second through hole 306 communicates with the second flow passage 302, the second oil sump 304 is adapted to collect the lubricating oil splashed in the speed reducing chamber 103, and guide the lubricating oil to the second bearing housing 212 through the second flow passage 302 via the second through hole 306. Thus, active lubrication (oil pump oil supply) and passive lubrication (splash lubrication) of the second differential bearing 142 on the second bearing housing 212 can be achieved by the same oil passage.
In one embodiment, the case 11 includes a first case 10, a second case 20, and a decoupling case 70, where the first case 10 and the second case 20 enclose a speed reducing chamber 103, the decoupling case 70 is disposed on a side of the first case 10 facing away from the second case 20, and a decoupling chamber 105 is disposed in the decoupling case 70.
Thereby, the decoupling mechanism 71 can be maintained easily.
Alternatively, the first casing 10, the second casing 20, and the decoupling casing 70 may be connected by bolts, which facilitates maintenance of the decelerator assembly 100.
In one embodiment, to actively lubricate the driving motor 60, the decelerator assembly 100 is provided with a fourth oil path 500 and a fifth oil path 600, the fourth oil path 500 being adapted to guide the lubricating oil in the deceleration chamber to the stator of the driving motor 60, and the fifth oil path 600 being adapted to guide the lubricating oil in the deceleration chamber to the rotor of the driving motor 60.
Alternatively, the fourth oil passage 500 may include at least one of a flow passage provided in the surrounding wall of the first casing 10, a flow passage provided in the oil pipe, and a flow passage provided in the surrounding wall of the second casing 20.
The fourth oil passage 500 is adapted to guide the lubrication oil in the speed reduction chamber to the stator of the drive motor 60. Specifically, the speed reducer assembly 100 includes a plurality of oil injection pipes 136, the plurality of oil injection pipes 136 may be disposed at intervals along the circumferential direction of the stator of the driving motor 60, the fourth oil path 500 includes a flow passage provided in the oil injection pipe 136, the sidewall of the oil injection pipe 136 is provided with an oil injection hole communicating with the flow passage, and lubricating oil in the oil injection pipe 136 may be sprayed onto the stator of the driving motor 60 through the oil injection hole to actively lubricate the stator.
Optionally, the fourth oil path 500 communicates with the outlet of the oil cooler 122.
Alternatively, the fifth oil passage 600 may include at least one of a flow passage provided in the surrounding wall of the first casing 10, a flow passage provided in the oil pipe, and a flow passage provided in the surrounding wall of the second casing 20.
The fifth oil passage 600 is adapted to guide the lubrication oil in the reduction chamber to the rotor of the drive motor 60. Specifically, the rotor of the driving motor 60 includes a hollow motor shaft 612, the fifth oil path 600 may include a flow passage disposed in the motor shaft 612, the sidewall of the motor shaft 612 is provided with an oil spray hole, and the lubricating oil in the motor shaft 612 may be sprayed onto the rotor of the driving motor 60 through the oil spray hole to actively lubricate the rotor. Active lubrication of the rotor of the drive motor 60 includes, but is not limited to, active lubrication of the spline teeth of the motor shaft 612. The fifth oil path 600 is also adapted to guide the lubrication oil to the third spindle bearing on the second housing.
In one embodiment, to configure the flow direction of the lubricating oil according to the heat dissipation and lubrication requirements, the speed reducer assembly 100 includes an opening adjustment valve 138, and the fifth oil path 600 is connected to the outlet of the oil pump through the opening adjustment valve 138, and the opening adjustment valve is configured to adjust the opening of the fifth oil path and thus the flow rate of the lubricating oil flowing to the fifth oil path.
Specifically, in one embodiment, the opening adjusting valve 138 is connected to the outlet of the oil cooler 122, and when the decoupling mechanism 71 is in the coupled state, the speed reducer assembly 100 mainly ensures heat dissipation of the driving motor 60, and in the low speed stage, the opening adjusting valve 138 may be controlled to be closed, so that the fifth oil path 600 is not communicated with the outlet of the oil cooler 122. The lubricating oil flowing out of the oil cooler 122 does not enter the fifth oil path 600, and the lubricating oil flowing out of the oil cooler 122 can enter the fourth oil path 500, so that active lubrication and heat dissipation are carried out on the stator of the driving motor 60, and the motor efficiency is improved. In the high-speed stage, the opening adjusting valve 138 can be controlled to be opened, the opening of the fifth oil path 600 can be controlled, and the lubricating oil quantity of the fifth oil path 600 can be adjusted, so that the fifth oil path 600 is communicated with the outlet of the oil cooler 122, and the lubricating oil flowing out of the oil cooler 122 can enter the fifth oil path 600 to lubricate and dissipate heat of the rotor of the driving motor 60. In the embodiment shown in fig. 5, the oil passage controlled by the opening degree adjustment valve 138 is schematically shown as a region B.
When the decoupling mechanism 71 is in the decoupling state, the opening adjusting valve 138 can be controlled to be opened, so that the fifth oil path 600 is communicated with the outlet of the oil cooler 122, and the lubricating oil flowing out of the oil cooler 122 can enter the fifth oil path 600, thereby guaranteeing lubrication and heat dissipation of the stator and the rotor of the driving motor 60. Alternatively, the opening degree adjustment valve 138 may be a solenoid valve.
In one embodiment, to reduce the number of outlets of the oil cooler 122, the speed reducer assembly 100 includes a common oil passage 700, and the second oil passage 200, the fourth oil passage 500, and the opening degree adjustment valve 138 communicate with the outlets of the oil cooler 122 through the common oil passage 700.
Specifically, the second oil path 200, the fourth oil path 500 and the opening degree adjusting valve 138 communicate with the outlets of the oil cooler 122 through the common oil path 700, and separate outlets of the oil cooler 122 do not need to be provided for the second oil path 200, the fourth oil path 500 and the opening degree adjusting valve 138, so that the number of the outlets of the oil cooler 122 is reduced, and the structure of the oil cooler 122 is simplified. For the second oil path 200, the fourth oil path 500 and the opening degree adjusting valve 138, it is sufficient to provide an outlet of the oil cooler 122, the common oil path 700 may deliver the lubricating oil flowing out of the oil cooler 122 to the second oil path 200, the fourth oil path 500 and the opening degree adjusting valve 138, when the opening degree adjusting valve 138 is opened, the fifth oil path 600 may communicate with the outlet of the oil cooler 122 through the common oil path 700, and the lubricating oil may flow into the fifth oil path 600 through the opening degree adjusting valve 138.
In one embodiment, the fourth oil circuit 500 is further adapted to direct lubricating oil to the first and/or second spindle bearings for active lubrication of the spindle bearings.
Specifically, in one embodiment, the fourth oil path 500 may guide the lubricating oil to the first and second main shaft bearings. In one embodiment, the fourth oil path 500 may guide the lubricating oil to the first main shaft bearing or the second main shaft bearing.
Referring to fig. 5, the fourth oil path 500 may have a first branch 502 and a second branch 504, the first branch 502 may branch the lubricating oil to the oil spray pipe 136, and the second branch 504 may branch the lubricating oil to the first spindle bearing and/or the second spindle bearing. Specifically, the second branch 504 is provided with a first oil injection port 506, from which oil injection port 506 lubricating oil may be sprayed to the first spindle bearing and/or the second spindle bearing. Alternatively, the first main shaft bearing and the second main shaft bearing may be mounted on the same third bearing seat 139, and the lubricating oil sprayed by the first oil spraying port 506 may enter the third bearing chamber of the third bearing seat 139 to actively lubricate the first main shaft bearing and the second main shaft bearing. In the embodiment shown in fig. 5, a schematic diagram of the fourth oil passage 500 is shown as region C.
In one embodiment, the fourth oil path 500 is further adapted to direct lubrication oil to the motor bearings for active lubrication of the motor bearings.
Specifically, referring to fig. 5, the fourth oil path 500 may have a first branch 502 and a second branch 504, where the first branch 502 may branch the lubricating oil to the oil spray pipe 136, and the second branch 504 may branch the lubricating oil to the motor bearing. The second branch 504 is provided with a second oil injection port 508, and lubricating oil can be sprayed from the second oil injection port 508 to the motor bearing to lubricate the motor bearing.
In fig. 5, the second branch 504 is provided with a first oil injection port 506 and a second oil injection port 508, which actively lubricate the spindle bearing and the motor bearing, respectively.
In one embodiment, the transmission assembly 30 includes a differential lock and a differential disposed in the second housing 20, and for actively lubricating the gear structure inside the differential 31, please refer to fig. 3, the speed reducer assembly 100 includes a sixth oil path 800, and the sixth oil path 800 is adapted to guide the lubricating oil inside the speed reducer assembly 100 to the inside of the differential 31.
Specifically, the sixth oil path 800 may communicate with the outlet of the oil cooler 122, and the outlet 802 of the sixth oil path 800 faces the through hole of the outer sidewall of the differential case 35.
Referring to fig. 12, fig. 12 shows a schematic diagram of a lubrication oil flow module of a speed reducer assembly 100 according to an embodiment of the present invention.
A vehicle of an embodiment of the invention includes the decelerator assembly 100 of any of the embodiments described above.
In the above vehicle, by providing the oil pump and the first oil path 400, the lubricating oil in the speed reduction chamber can be guided to the decoupling chamber, so that the decoupling mechanism 71 in the decoupling chamber can be actively lubricated, and the decoupling mechanism 71 is prevented from failure due to insufficient lubrication.
Specifically, the vehicles include, but are not limited to, electric-only vehicles, hybrid vehicles, extended range electric vehicles, and the like.
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 present invention. 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.
Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made therein without departing from the spirit and scope of the invention as defined by the appended claims and their equivalents.
Claims (17)
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311864470.8A CN119802201A (en) | 2023-12-29 | 2023-12-29 | Reducer assembly and vehicle |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311864470.8A CN119802201A (en) | 2023-12-29 | 2023-12-29 | Reducer assembly and vehicle |
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| CN119802201A true CN119802201A (en) | 2025-04-11 |
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| CN202311864470.8A Pending CN119802201A (en) | 2023-12-29 | 2023-12-29 | Reducer assembly and vehicle |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118528748A (en) * | 2023-02-21 | 2024-08-23 | 比亚迪股份有限公司 | Electric assembly and vehicle with same |
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- 2023-12-29 CN CN202311864470.8A patent/CN119802201A/en active Pending
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN118528748A (en) * | 2023-02-21 | 2024-08-23 | 比亚迪股份有限公司 | Electric assembly and vehicle with same |
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