CN217003049U - Speed reducer and electric automobile - Google Patents
Speed reducer and electric automobile Download PDFInfo
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- CN217003049U CN217003049U CN202121094886.2U CN202121094886U CN217003049U CN 217003049 U CN217003049 U CN 217003049U CN 202121094886 U CN202121094886 U CN 202121094886U CN 217003049 U CN217003049 U CN 217003049U
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Abstract
The utility model discloses a speed reducer and an electric automobile, wherein the speed reducer comprises: an input shaft; an output shaft; one end of the first gear set is connected with the input shaft, and the other end of the first gear set is sleeved on the output shaft; one end of the second gear set is connected with the input shaft, the other end of the second gear set is sleeved on the output shaft, and the transmission ratio of the second gear set to the first gear set is different; a first synchronizer, which can be combined with or separated from the first gear set; a second synchronizer which can be combined with or separated from the second gear set; the speed reducer is provided with a locking position, and when the speed reducer is located at the locking position, the first synchronizer is combined with the first gear set, and the second synchronizer is combined with the second gear set. The utility model can remove the traditional P-gear parts to realize the locking function, reduces the use of parts such as a P-gear motor, a ratchet wheel, a pawl, a shift plate, a limit plate, a spring, a bolt and the like, reduces the volume and the weight and reduces the cost at the same time.
Description
Technical Field
The utility model relates to the technical field of speed reducers, in particular to a speed reducer and an electric automobile.
Background
In the increasingly violent competition of new energy automobiles, the cost reduction of the whole automobile and the requirements on functions and performance are gradually increased. The speed reducer is used as a key part and a more expensive part of a finished automobile and also bears a larger mission, and currently most speed reducers still use a P-gear structure of a ratchet wheel and pawl locking mode on an automatic gearbox.
The P of ratchet pawl locking mode among the prior art keeps off the structure and keeps off spare parts such as motor, ratchet, pawl, trade baffle, limiting plate, spring and bolt including P, however, the reduction gear P of this kind of structure keeps off the total weight of mechanism and generally is greater than 2KG and the cost is greater than 500 yuan, leads to the great and cost of the whole weight of reduction gear higher.
SUMMERY OF THE UTILITY MODEL
The present invention is directed to solving at least one of the problems of the prior art. Therefore, the utility model provides a speed reducer which can reduce weight and cost.
The utility model also provides an electric automobile applying the speed reducer, which can reduce the weight and the cost of the whole automobile.
A decelerator according to an embodiment of the present invention includes: an input shaft; an output shaft; one end of the first gear set is connected with the input shaft, and the other end of the first gear set is sleeved on the output shaft; one end of the second gear set is connected with the input shaft, the other end of the second gear set is sleeved on the output shaft, and the transmission ratio of the second gear set to the first gear set is different; the first synchronizer is arranged on the output shaft and can be combined with or separated from one end of the first gear set, which is positioned on the output shaft; the second synchronizer is arranged on the output shaft and can be combined with or separated from one end of the second gear set, which is positioned on the output shaft; the speed reducer is provided with a locking position, and when the speed reducer is located at the locking position, the first synchronizer is combined with the first gear set, and the second synchronizer is combined with the second gear set.
According to the speed reducer provided by the embodiment of the utility model, the input shaft, the output shaft, the first gear set, the second gear set, the first synchronizer and the second synchronizer are arranged, and when the speed reducer is in the locking position, the first synchronizer is combined with the first gear set, and the second synchronizer is combined with the second gear set, so that P-gear locking of the speed reducer can be realized, traditional P-gear parts are removed, a locking function can be realized, the use of parts such as a P-gear motor, a ratchet wheel, a pawl, a shift plate, a limit plate, a spring, a bolt and the like is reduced, the size and the weight are reduced, and the cost is reduced.
In some embodiments, the first gear set is a first gear set of the speed reducer, and the second gear set is a second gear set of the speed reducer.
In other embodiments, the first gear set comprises: the first driving gear is arranged on the input shaft; the first driven gear is sleeved on the output shaft and meshed with the first driving gear, and the diameter of the first driven gear is larger than that of the first driving gear.
Further, the second gear set includes: the second driving gear is arranged on the input shaft; the second driven gear is sleeved on the output shaft and meshed with the second driving gear, the diameter of the second driven gear is larger than that of the second driving gear, the diameter of the second driving gear is larger than that of the first driving gear, and the diameter of the second driven gear is smaller than that of the first driven gear.
Optionally, the first synchronizer and the second synchronizer have the same structure, and the engagement or disengagement of the first synchronizer with the first gear set and the engagement or disengagement of the second synchronizer with the second gear set are the same, wherein the first synchronizer includes: a synchronizer body member provided on the output shaft; and the synchronizer combining piece is movably arranged on the synchronizer main body piece through a spline and can be combined with or separated from the first driven gear through the spline.
More specifically, an end of the first driven gear adjacent to the first synchronizer has a first engaging tooth, and the synchronizer coupler is engageable with or disengageable from the first engaging tooth.
Optionally, the synchronizer coupler is a circular sleeve, and the circular sleeve is coupled with the first coupling tooth through a spline.
In other embodiments, the first driven gear and the second driven gear are sleeved on the output shaft through needle bearings.
In other embodiments, the first synchronizer is located on a side of the first gear set away from the second gear set, and the second synchronizer is located on a side of the second gear set away from the first gear set.
An electric vehicle according to an embodiment of the present invention includes: the chassis is provided with a driving wheel; the battery is arranged on the chassis; the driving motor is arranged on the chassis and is electrically connected with the battery; in the reducer, an input shaft of the reducer is connected with an output end of the driving motor, and an output shaft moves to link with the driving wheel.
According to the electric automobile provided by the embodiment of the utility model, the traditional P-gear part in the speed reducer can be removed from the speed reducer, when the speed reducer is in the locking position, the first synchronizer is combined with the first gear set, and the second synchronizer is combined with the second gear set, so that P-gear locking of the speed reducer can be realized, the use of parts such as a P-gear motor, a ratchet wheel, a pawl, a shifting plate, a limiting plate, a spring, a bolt and the like is reduced, the overall size and weight are reduced, and the cost is reduced.
Additional aspects and advantages of the utility model 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 utility model.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
fig. 1 is a schematic structural view of a speed reducer according to an embodiment of the present invention.
Reference numerals are as follows:
100. a speed reducer;
10. an input shaft;
20. an output shaft;
30. a first gear set; 31. a first drive gear; 32. a first driven gear; 321. a first coupling tooth;
40. a second gear set; 41. a second driving gear; 42. a second driven gear; 421. a second coupling tooth;
50. a first synchronizer; 51. a synchronizer main body; 52. a synchronizer coupler;
60. a second synchronizer.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Furthermore, features defined as "first" and "second" may explicitly or implicitly include one or more of the features for distinguishing between descriptive features, non-sequential, non-trivial and non-trivial.
In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
A decelerator 100 according to an embodiment of the present invention will be described with reference to the accompanying drawings.
As shown in fig. 1, a decelerator 100 according to an embodiment of the present invention includes: the transmission comprises an input shaft 10, an output shaft 20, a first gear set 30, a second gear set 40, a first synchronizer 50 and a second synchronizer 60.
One end of the first gear set 30 is connected to the input shaft 10 and the other end is sleeved on the output shaft 20. One end of the second gear set 40 is connected to the input shaft 10 and the other end is sleeved on the output shaft 20, and the transmission ratio of the second gear set 40 to the first gear set 30 is different.
The first synchronizer 50 is provided on the output shaft 20, and the first synchronizer 50 can be engaged with or disengaged from an end of the first gear set 30 on the output shaft 20. When the first synchronizer 50 is combined with the first gear set 30, the power of the input shaft 10 can be transmitted to the output shaft 20 through the first gear set 30 and the first synchronizer 50, so that the power output is realized; when the first synchronizer 50 is disengaged from the first gear set 30, the power of the input shaft 10 cannot be transmitted to the first synchronizer 50 through the first gear set 30, and cannot be transmitted to the output shaft 20, so that the power is disconnected.
The second synchronizer 60 is provided on the output shaft 20, and the second synchronizer 60 can be engaged with or disengaged from one end of the second gear set 40 on the output shaft 20. When the second synchronizer 60 is combined with the second gear set 40, the power of the input shaft 10 is transmitted to the output shaft 20 through the second gear set 40 and the second synchronizer 60, so that the power output is realized; when the second synchronizer 60 is disengaged from the second gear set 40, the power of the input shaft 10 cannot be transmitted to the second synchronizer 60 through the second gear set 40, and cannot be transmitted to the output shaft 20, so that the power disconnection is realized.
It should be noted that, because the transmission ratios of the first gear set 30 and the second gear set 40 are different, when the input shaft 10 transmits power to the output shaft 20 through the first gear set 30 and the second gear set 40, the output shaft 20 can output different rotating speeds, so as to switch between different gears.
Wherein the retarder 100 has a locked position, the first synchronizer 50 is engaged with the first gear set 30 and the second synchronizer 60 is engaged with the second gear set 40 when the retarder 100 is in the locked position. It is understood that the lock-up position of the retarder 100 may correspond to a lock-up command of the electric vehicle, and the lock-up command may be implemented by optimizing shift software, and the lock-up position of the retarder 100 is triggered when a user issues a lock-up command in the vehicle. When the speed reducer 100 needs to be locked, the first synchronizer 50 is combined with the first gear set 30, and the second synchronizer 60 is combined with the second gear set 40, so that the power on the power shaft 10 can be transmitted to the output shaft 20 through the first gear set 30, and can also be transmitted to the output shaft 20 through the second gear set 40, because the first gear set 30 and the second gear set 40 have different transmission ratios, a self-locking effect can be formed between the first gear set 30 and the second gear set 40, that is, when the first gear set 30 and the second gear set 40 are simultaneously connected to the output shaft 20, the first gear set 30 conflicts with the second gear set 40, and under the condition, the output shaft 20 cannot rotate, so that the locking effect of the speed reducer 100 is realized.
According to the speed reducer 100 provided by the embodiment of the utility model, the input shaft 10, the output shaft 20, the first gear set 30, the second gear set 40, the first synchronizer 50 and the second synchronizer 60 are arranged, and when the speed reducer 100 is in the locking position, the first synchronizer 50 is combined with the first gear set 30, and the second synchronizer 60 is combined with the second gear set 40, so that the P-gear locking of the speed reducer 100 can be realized, the traditional P-gear parts are removed, the use of parts such as a P-gear motor, a ratchet wheel, a pawl, a shift plate, a limit plate, a spring, a bolt and the like is reduced, the size and the weight are reduced, and the cost is reduced.
As shown in fig. 1, in some embodiments, the first gear set 30 is a first gear set of the reducer 100, and the second gear set 40 is a second gear set of the reducer 100. That is, the first gear set 30 forms the first gear when transmitting power to the output shaft 20, and the second gear set 40 forms the second gear when transmitting power to the output shaft 20, in this example, the speed reducer 100 can implement the P-gear locking function by combining the first gear and the second gear at the same time, so that the safety of the P-gear locking can be improved due to the low rotation speed of the first gear and the second gear, which is convenient for the user.
In other embodiments, as shown in FIG. 1, the first gear set 30 includes: a first driving gear 31 and a first driven gear 32. The first driving gear 31 is arranged on the input shaft 10; the first driven gear 32 is sleeved on the output shaft 20, the first driven gear 32 is meshed with the first driving gear 31, and the diameter of the first driven gear 32 is larger than that of the first driving gear 31. Because the diameter of the first driven gear 32 is larger than that of the first driving gear 31, when the first driving gear 31 is meshed with the first driven gear 32, a smaller rotating speed is output from the first driven gear 32, and a speed reduction effect is realized.
Optionally, the first driving gear 31 is rigidly connected to the input shaft 10 to ensure the connection reliability of the first driving gear 31 to the input shaft 10.
Further, as shown in fig. 1, the second gear set 40 includes: a second driving gear 41 and a second driven gear 42. The second driving gear 41 is arranged on the input shaft 10; the second driven gear 42 is sleeved on the output shaft 20, the second driven gear 42 is meshed with the second driving gear 41, and the diameter of the second driven gear 42 is larger than that of the second driving gear 41. Because the diameter of the second driven gear 42 is larger than that of the second driving gear 41, when the second driving gear 41 is engaged with the second driven gear 42, a smaller rotation speed is output from the second driven gear 42, and a speed reduction effect is realized.
The diameter of the second driving gear 41 is larger than that of the first driving gear 31, and the diameter of the second driven gear 42 is smaller than that of the first driven gear 32. That is, the second driven gear 42 can output a larger rotation speed to the outside than the first driven gear 32, and a power output of a higher gear is achieved.
Alternatively, as shown in fig. 1, the second driving gear 41 is rigidly connected to the input shaft 10 to ensure the connection reliability of the first driving gear 31 and the input shaft 10.
As shown in fig. 1, alternatively, the first synchronizer 50 and the second synchronizer 60 have the same structure, and the engagement or disengagement of the first synchronizer 50 with the first gear set 30 and the engagement or disengagement of the second synchronizer 60 with the second gear set 40 are the same.
Wherein the first synchronizer 50 includes: synchronizer body piece 51, synchronizer coupler 52. The synchronizer body member 51 is provided on the output shaft 20. The synchronizer coupler 52 is movably provided on the synchronizer body member 51 through splines, and the synchronizer coupler 52 is engageable with or disengageable from the first driven gear 32 through splines.
It is understood that the first synchronizer 50 is coupled to the first gear set 30 by sliding the synchronizer coupler 52, and specifically, when the synchronizer coupler 52 slides to the set position, it is coupled to the first driven gear 32, the first driven gear 32 rotates and drives the first synchronizer 50 to rotate, and because the synchronizer body 51 is disposed on the output shaft 20, the first synchronizer 50 can drive the output shaft 20 to rotate and output power outwards.
Optionally, the synchronizer body member 51 is rigidly connected to the output shaft 20 to ensure the connection reliability of the synchronizer body member 51 to the output shaft 20.
It should be noted that, since the first synchronizer 50 and the second synchronizer 60 have the same structure, the second synchronizer 60 may also include a synchronizer body member 51 and a synchronizer coupling member 52, and the power transmission process of each component in the second synchronizer 60 and the second driven gear 42 is the same as the transmission process of each component in the first synchronizer 50 and the first driven gear 32, and will not be described again here.
More specifically, as shown in fig. 1, an end of the first driven gear 32 near the first synchronizer 50 has a first engaging tooth 321, and the synchronizer coupler 52 can be engaged with or disengaged from the first engaging tooth 321. The first coupling tooth 321 can provide a position for the first synchronizer 50 to contact with the first driven gear 32, and the first coupling tooth 321 can realize the connection between the first synchronizer 50 and the first driven gear 32 in a tooth matching manner, so that the connection reliability is improved.
Alternatively, as shown in fig. 1, one end of the second driven gear 42 close to the second synchronizer 60 is provided with a second coupling tooth 421, the synchronizer coupler 52 can be coupled with or disengaged from the second coupling tooth 421, a position can be provided for the second synchronizer 60 to be in contact with the second driven gear 42 through the second coupling tooth 421, and the second coupling tooth 421 can realize the connection between the second synchronizer 60 and the second driven gear 42 in a tooth fit manner, so that the connection reliability is improved.
Optionally, the synchronizer coupler 52 is a circular sleeve, the circular sleeve is coupled to the first coupling tooth 321 through a spline, and the circular sleeve is connected to the first coupling tooth 321 through a spline, so that the circular sleeve and the first coupling tooth 321 can be quickly mounted or dismounted, and the operation is convenient and fast.
In other embodiments, the first driven gear 32 and the second driven gear 42 are mounted to the output shaft 20 by needle bearings (not shown). It is understood that a needle bearing is provided between the first driven gear 32 and the output shaft 20, the rotation of the first driven gear 32 cannot be directly transmitted to the output shaft 20, the first driven gear 32 only idles on the output shaft 20, and after the first synchronizer 50 is coupled with the first gear set 30, the rotation of the first driven gear 32 is transmitted to the output shaft 20 through the first synchronizer 50, and the needle bearing plays a role of support. Similarly, the needle bearing between the second driven gear 42 and the output shaft 20 also functions as a support.
In other embodiments, as shown in fig. 1, the first synchronizer 50 is located on a side of the first gear set 30 away from the second gear set 40, and the second synchronizer 60 is located on a side of the second gear set 40 away from the first gear set 30. It can be understood that one end of each of the first gear set 30 and the second gear set 40 is connected to the output shaft 20, and the first synchronizer 50 and the second synchronizer 60 are respectively disposed at two sides of the whole of the first gear set 30 and the second gear set 40, so as to reduce the whole space.
One embodiment of a retarder 100 of the present invention is described below in conjunction with FIG. 1.
A decelerator 100 comprising: the transmission comprises an input shaft 10, an output shaft 20, a first gear set 30, a second gear set 40, a first synchronizer 50 and a second synchronizer 60.
The first gear set 30 includes: a first driving gear 31 and a first driven gear 32.
The first driving gear 31 is disposed on the input shaft 10, and the first driving gear 31 is rigidly connected to the input shaft 10. The first driven gear 32 is sleeved on the output shaft 20 through a needle bearing, and the first driven gear 32 is provided with a first engaging tooth 321.
The second gear set 40 includes: a second driving gear 41 and a second driven gear 42.
The second driving gear 41 is arranged on the input shaft 10, the second driving gear 41 is rigidly connected with the input shaft 10, and the diameter of the second driving gear 41 is larger than that of the first driving gear 31; the second driven gear 42 is sleeved on the output shaft 20 through a needle bearing, the second driven gear 42 is provided with a second combination tooth 421, and the diameter of the second driven gear 42 is smaller than that of the first driven gear 32.
The first synchronizer 50 is located on a side of the first gear set 30 away from the second gear set 40, and the first synchronizer 50 includes: a synchronizer body piece 51 and a synchronizer coupling piece 52, wherein the synchronizer body piece 51 is arranged on the output shaft 20, and the synchronizer body piece 51 is rigidly connected with the output shaft 20; the synchronizer coupler 52 is movably provided on the synchronizer body member 51 by a spline, the synchronizer coupler 52 is a circular sleeve, and the synchronizer coupler 52 is engageable with the first engaging tooth 321 when moved to the set position.
The second synchronizer 60 is located on a side of the second gear set 40 away from the first gear set 30, the second synchronizer 60 is identical in structure to the first synchronizer 50, and the second synchronizer 60 includes: a synchronizer body piece 51 and a synchronizer coupling piece 52, wherein the synchronizer body piece 51 is arranged on the output shaft 20, and the synchronizer body piece 51 is rigidly connected with the output shaft 20; the synchronizer coupler 52 is movably provided on the synchronizer body member 51 by splines, the synchronizer coupler 52 is a circular sleeve, and the synchronizer coupler 52 is coupled to the second coupling teeth 421 when moved to a set position.
When the synchronizer coupler 52 of the first synchronizer 50 is moved to a position to be coupled with the first coupling tooth 321, the synchronizer coupler 52 is spline-connected with the first coupling tooth 321. The power of the input shaft 10 is transmitted from the first driving gear 31 to the first driven gear 32, the first driven gear 32 drives the first coupling tooth 321 to move, the first coupling tooth 321 is connected with the synchronizer coupling member 52 through a spline, the synchronizer coupling member 52 is connected with the synchronizer main body member 51 through a spline, the synchronizer coupling member 52 transmits the movement to the synchronizer main body member 51, the synchronizer main body member 51 is rigidly connected with the output shaft 20, the movement of the synchronizer main body member 51 drives the output shaft 20 to move, and the output shaft 20 outputs the power to realize the first-gear transmission.
When the synchronizer coupler 52 of the second synchronizer 60 is moved to a position to be coupled with the second coupling tooth 421, the synchronizer coupler 52 is spline-connected with the second coupling tooth 421. The power of the input shaft 10 is transmitted from the second driving gear 41 to the second driven gear 42, the second driven gear 42 drives the second combination tooth 421 to move, the second combination tooth 421 is connected with the synchronizer coupling member 52 through a spline, the synchronizer coupling member 52 is connected with the synchronizer main body member 51 through a spline, the synchronizer coupling member 52 transmits the movement to the synchronizer main body member 51, the synchronizer main body member 51 is rigidly connected with the output shaft 20, the movement of the synchronizer main body member 51 drives the output shaft 20 to move, and the output shaft 20 outputs the power to realize two-gear transmission.
The speed reducer 100 has a locking position, when the speed reducer 100 is in the locking position, the synchronizer coupler 52 of the first synchronizer 50 moves to a position where it is coupled to the first coupling tooth 321, the synchronizer coupler 52 of the second synchronizer 60 moves to a position where it is coupled to the second coupling tooth 421, both the synchronizer couplers 52 are connected to the second coupling tooth 421 through splines, and at this time, the input shaft 10, the output shaft 20, the first driving gear 31, the first driven gear 32, the second driving gear 41, the second driven gear 42, the first synchronizer 50, and the second synchronizer 60 form a set of self-locking mechanism, so as to achieve the function of locking the P gear.
An electric vehicle (not shown) according to an embodiment of the present invention includes: chassis (not shown), battery (not shown), drive motor (not shown), and decelerator 100.
The chassis is provided with a driving wheel. The battery is arranged on the chassis. The driving motor is arranged on the chassis and electrically connected with the battery. The input shaft 10 of the reducer 100 is connected with the output end of the driving motor, and the output shaft 20 moves to link with the driving wheel.
According to the electric automobile provided by the embodiment of the utility model, the traditional P-gear parts in the speed reducer 100 can be removed from the speed reducer 100, when the speed reducer 100 is in the locking position, the first synchronizer 50 is combined with the first gear set 30, and the second synchronizer 60 is combined with the second gear set 40, so that P-gear locking of the speed reducer 100 can be realized, the use of parts such as a P-gear motor, a ratchet wheel, a pawl, a shift plate, a limit plate, a spring, a bolt and the like is reduced, the overall volume and weight are reduced, and the cost is reduced.
Other constructions and operations of the decelerator 100 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail herein.
In the description herein, references to the description of "an embodiment," "an example" or the like are intended to mean 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 utility model. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. 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 utility model have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the utility model, the scope of which is defined by the claims and their equivalents.
Claims (10)
1. A speed reducer, comprising:
an input shaft;
an output shaft;
one end of the first gear set is connected with the input shaft, and the other end of the first gear set is sleeved on the output shaft;
one end of the second gear set is connected with the input shaft, the other end of the second gear set is sleeved on the output shaft, and the transmission ratio of the second gear set to the first gear set is different;
the first synchronizer is arranged on the output shaft and can be combined with or separated from one end of the first gear set, which is positioned on the output shaft;
the second synchronizer is arranged on the output shaft and can be combined with or separated from one end of the second gear set, which is positioned on the output shaft;
the speed reducer is provided with a locking position, and when the speed reducer is located at the locking position, the first synchronizer is combined with the first gear set, and the second synchronizer is combined with the second gear set.
2. A decelerator according to claim 1, wherein the first gear set is a first gear set of the decelerator and the second gear set is a second gear set of the decelerator.
3. The speed reducer of claim 1, wherein the first gear set comprises:
the first driving gear is arranged on the input shaft;
the first driven gear is sleeved on the output shaft and meshed with the first driving gear, and the diameter of the first driven gear is larger than that of the first driving gear.
4. The reducer of claim 3, wherein the second gear set comprises:
the second driving gear is arranged on the input shaft;
a second driven gear sleeved on the output shaft, the second driven gear being engaged with the second driving gear, the diameter of the second driven gear being larger than that of the second driving gear, wherein,
the diameter of the second driving gear is larger than that of the first driving gear, and the diameter of the second driven gear is smaller than that of the first driven gear.
5. The reduction gear according to claim 4, wherein the first synchronizer and the second synchronizer are identical in structure, and engagement or disengagement of the first synchronizer with the first gear set and engagement or disengagement of the second synchronizer with the second gear set are identical, wherein the first synchronizer includes:
a synchronizer body member provided on the output shaft;
and the synchronizer combining piece is movably arranged on the synchronizer main body piece through a spline and can be combined with or separated from the first driven gear through the spline.
6. A decelerator according to claim 5, wherein the first driven gear has a first engagement tooth at an end thereof adjacent the first synchronizer, the synchronizer coupler being engageable with and disengageable from the first engagement tooth.
7. A reducer according to claim 6, in which the synchronizer coupling is a circular sleeve which is coupled to the first coupling teeth by splines.
8. The speed reducer of claim 4, wherein the first driven gear and the second driven gear are journaled to the output shaft by needle bearings.
9. The speed reducer of claim 1, wherein the first synchronizer is located on a side of the first gear set remote from the second gear set, and the second synchronizer is located on a side of the second gear set remote from the first gear set.
10. An electric vehicle, comprising:
the chassis is provided with a driving wheel;
the battery is arranged on the chassis;
the driving motor is arranged on the chassis and is electrically connected with the battery;
a speed reducer according to any one of claims 1 to 9, wherein an input shaft of the speed reducer is connected with an output end of the driving motor, and the output shaft moves in linkage with the driving wheel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121094886.2U CN217003049U (en) | 2021-05-20 | 2021-05-20 | Speed reducer and electric automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121094886.2U CN217003049U (en) | 2021-05-20 | 2021-05-20 | Speed reducer and electric automobile |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217003049U true CN217003049U (en) | 2022-07-19 |
Family
ID=82367442
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121094886.2U Active CN217003049U (en) | 2021-05-20 | 2021-05-20 | Speed reducer and electric automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217003049U (en) |
-
2021
- 2021-05-20 CN CN202121094886.2U patent/CN217003049U/en active Active
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