WO2023155388A1 - 减速器断开装置、减速器及车辆 - Google Patents

减速器断开装置、减速器及车辆 Download PDF

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Publication number
WO2023155388A1
WO2023155388A1 PCT/CN2022/110983 CN2022110983W WO2023155388A1 WO 2023155388 A1 WO2023155388 A1 WO 2023155388A1 CN 2022110983 W CN2022110983 W CN 2022110983W WO 2023155388 A1 WO2023155388 A1 WO 2023155388A1
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WO
WIPO (PCT)
Prior art keywords
shaft
transmission
assembly
transmission assembly
disconnecting device
Prior art date
Application number
PCT/CN2022/110983
Other languages
English (en)
French (fr)
Inventor
白秀超
赵雪松
张�成
柯志宏
刘振宇
宋鹏飞
刘君祺
顾振宇
赵成福
张小波
Original Assignee
中国第一汽车股份有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 中国第一汽车股份有限公司 filed Critical 中国第一汽车股份有限公司
Publication of WO2023155388A1 publication Critical patent/WO2023155388A1/zh

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D11/00—Clutches in which the members have interengaging parts
    • F16D11/16—Clutches in which the members have interengaging parts with clutching members movable otherwise than only axially
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/0883—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles manually actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F16D23/14—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings
    • F16D2023/141—Clutch-actuating sleeves or bearings; Actuating members directly connected to clutch-actuating sleeves or bearings characterised by using a fork; Details of forks

Definitions

  • the invention relates to the technical field of electric vehicles, in particular to a decelerator disconnecting device, a decelerator and a vehicle.
  • the disconnecting device can be installed on the reducer input shaft, intermediate shaft, differential or half shaft.
  • the disconnecting device is installed at the end of the transmission system, that is, the differential or the half shaft, so as to reduce the oil churning loss of the gear as much as possible.
  • the booster mechanism of the disconnecting device in the prior art generally adopts a worm gear cam integrated structure, that is, the cam is arranged on the outer periphery of the half shaft, and the worm wheel is arranged on the outer periphery of the cam, so that although the half shaft can be driven to move, it will also increase the disconnection. Open the radial space of the device.
  • the main purpose of the present invention is to provide a decelerator disconnecting device, a decelerator and a vehicle, so as to solve the problem of large radial space occupation of the disconnecting device in the prior art.
  • the present invention provides a decelerator disconnecting device, comprising: a driving assembly, arranged on the foundation to be installed; a first transmission assembly, drivingly connected with the output shaft of the driving assembly; a second transmission assembly, the second The transmission assembly is located on one side of the first transmission assembly.
  • the second transmission assembly includes a rotating shaft and a cam structure and a worm gear structure arranged along the axial direction of the rotation shaft.
  • the worm gear structure is in transmission connection with the first transmission assembly; the fork assembly is located on the second transmission assembly On one side, the shift fork assembly includes a transmission shaft and a shift fork fixedly connected with the transmission shaft, wherein the second transmission assembly is rotatably arranged to drive the transmission shaft to reciprocate relative to the cam structure along its own axial direction, so that the transmission shaft and the dial
  • the fork-connected reducer-side half shaft has a disengaged position disconnected from the wheel-side half shaft and an engaged position engaged with the wheel-side half shaft.
  • the second transmission assembly also includes a first abutment piece passed through the rotating shaft and a second abutment piece arranged on one side of the cam structure, the first abutment piece and the second abutment piece abut and fit together, so as to
  • the rotating shaft drives the cam structure to rotate along the first preset direction through the first contact piece.
  • a groove is provided on a side of the cam structure facing the first abutting piece, the first abutting piece is located in the groove, and a part of the side wall of the groove forms the second abutting piece.
  • the worm gear structure and the cam structure are arranged at intervals along the axial direction of the rotating shaft, and the second transmission assembly further includes a transmission structure located between the worm gear structure and the cam structure, and the worm gear structure drives the cam structure to rotate in a second preset direction through the transmission structure, The second preset direction is opposite to the first preset direction.
  • the cam structure is provided with a first opening groove
  • the transmission structure includes: a blocking piece located on the outer periphery of the rotating shaft, the blocking piece rotates synchronously with the worm gear structure, and a second opening groove is provided on the blocking piece; a torsion spring is located on the outer periphery of the rotating shaft, One end of the torsion spring is located in the first open slot, and the other end of the torsion spring is located in the second open slot.
  • the side of the cam structure facing the shift fork is provided with a chute, the chute is arranged obliquely relative to the axis of the rotating shaft, the shift fork assembly also includes a slider connected with the transmission shaft, and part of the slider is movably moved in the chute. Set to convert the rotary motion of the cam structure into the axial movement of the drive shaft and shift fork.
  • the sliding member includes a pin shaft and a rolling member located on the outer periphery of the pin shaft and rotatably arranged relative to the pin shaft, and the rolling member is rotatably arranged in the slide groove.
  • the first transmission assembly includes a worm connected to the output shaft of the drive assembly, and the worm cooperates with the worm gear structure so that the worm gear structure drives the rotating shaft to rotate relative to the base to be installed; or, the second transmission assembly also includes a The worm gear seat, the outer periphery of the worm wheel seat is provided with a first anti-rotation structure; The rotation structure and the second anti-rotation structure are clamped and matched.
  • the shift fork assembly also includes a positioning piece that can be connected to the foundation to be installed.
  • the transmission shaft is provided with a first positioning groove and a second positioning groove that communicate with each other.
  • the positioning piece can be positioned in the first positioning groove and the second positioning groove.
  • the opening device also includes: the half shaft on the side of the reducer, which is connected with the half shaft gear of the differential;
  • the tooth, the shift fork is located on the outer periphery of the gear sleeve and connected with the gear sleeve;
  • the wheel side half shaft is connected with the wheel, and one side of the wheel side half shaft is provided with second engaging teeth, and the first engaging teeth and the second engaging teeth are meshed.
  • the present invention provides a speed reducer, the speed reducer includes a casing and the above-mentioned speed reducer disconnecting device arranged in the casing, the casing is used to install the drive assembly, the first transmission assembly, the rotating shaft As well as the drive shaft, the housing forms the base to be mounted.
  • the present invention provides a vehicle, including a vehicle body and the above-mentioned speed reducer arranged on the vehicle body.
  • the shift fork is driven by the first transmission assembly located on one side of the shift fork and the second transmission assembly located on one side of the first transmission assembly Move, and the worm gear structure and the cam structure are arranged along the axial direction of the rotating shaft.
  • the problem of large radial size caused by the direct connection between the cam structure and the half shaft on the side of the reducer can be avoided, and the cam structure and the worm gear structure can also be arranged along the axis of the rotating shaft.
  • the distribution in the axial direction reduces the size of the second transmission assembly in the radial direction, so that the space occupied by the disconnecting device of the reducer in the radial direction can be greatly reduced.
  • Fig. 1 shows a structural schematic diagram of a direction of a decelerator disconnecting device according to an embodiment of the present invention
  • Fig. 2 shows a structural schematic diagram of another direction of the decelerator disconnecting device of the embodiment of the present invention
  • Fig. 3 shows the sectional view of the decelerator disconnecting device of the embodiment of the present invention
  • Fig. 4 shows a schematic diagram of an exploded structure of the second transmission assembly of the decelerator disconnecting device of Fig. 1;
  • Fig. 5 shows a schematic structural diagram of a shift fork assembly of the decelerator disconnecting device of Fig. 1;
  • Fig. 6 shows a schematic diagram of the disassembled structure of the worm gear structure and the worm gear seat of the decelerator disconnecting device of Fig. 1;
  • Fig. 7 shows a schematic diagram of an exploded structure of the wheel-side semi-shaft and the decelerator-side semi-shaft of the decelerator disconnecting device of Fig. 1;
  • Fig. 8 shows a schematic structural view of the first transmission assembly of the decelerator disconnecting device of Fig. 1;
  • Fig. 9 shows a schematic view of the structure of the decelerator disconnecting device in Fig. 1 in one direction where the half shaft on the reducer side is in the disconnected position;
  • Fig. 10 shows a left side view of the decelerator disconnecting device of Fig. 9;
  • Fig. 11 shows a schematic view of the structure of the decelerator disconnecting device in Fig. 1 in one direction where the reducer-side semi-shaft is in an engaged position;
  • Fig. 12 shows a left side view of the decelerator disconnecting device of Fig. 11;
  • Fig. 13 is a schematic diagram showing the structure of the tooth tops of the first engaging tooth and the second engaging tooth of the disconnecting device of the reducer shown in Fig. 1 .
  • the embodiment of the present invention provides a decelerator disconnecting device.
  • the decelerator disconnecting device includes a drive assembly 1 , a first transmission assembly 2 , a second transmission assembly 3 and a shift fork assembly 4 .
  • the drive assembly 1 is arranged on the foundation to be installed; the first transmission assembly 2 is drivingly connected with the output shaft of the drive assembly 1; the second transmission assembly 3 is located on one side of the first transmission assembly 2, and the second transmission assembly 3 includes a rotating shaft 307 And a cam structure 305 and a worm gear structure 301 arranged along the axial direction of the rotating shaft 307, the worm gear structure 301 is in transmission connection with the first transmission assembly 2; the shift fork assembly 4 is located on one side of the second transmission assembly 3, and the shift fork assembly 4 includes a transmission shaft 402 and the shift fork 401 fixedly connected with the transmission shaft 402, wherein the second transmission assembly 3 is rotatably arranged to drive the transmission shaft 402 to reciprocate relative to the cam structure 305 along its own axial direction, so that the shift fork 401 connected
  • the reducer side half shaft 6 has a disengaged position disconnected from the wheel side half shaft 7 and an engaged position engaged with the wheel side half shaft 7 .
  • the first transmission assembly 2 on one side of the shift fork 401 and the second transmission assembly 3 on one side of the first transmission assembly 2 are used to drive the shift fork 401 to move, and the worm gear structure 301 and the cam structure 305 are arranged along the axial direction of the rotating shaft 307.
  • the cam structure 305 and the worm gear structure 301 can also be distributed along the axial direction of the rotating shaft 307, thereby reducing the size of the second transmission assembly 3 in the radial direction. In this way, the space occupied by the disconnecting device of the reducer in the radial direction can be greatly reduced.
  • the structure of the disconnecting device of the reducer is relatively compact.
  • the first transmission assembly 2 can drive the worm gear structure 301 to rotate, and then the worm gear structure 301 drives the cam structure 305 to rotate through the rotating shaft 307, so that the rotating cam structure 305 drives the transmission shaft 402 and the shift fork 401 Move back and forth along the axial direction of the transmission shaft 402, so that the shift fork 401 makes the reducer side half shaft 6 have a disconnected position with the wheel side half shaft 7 and an engaged position with the wheel side half shaft 7, thereby decelerating
  • the half shaft 6 on the gear side can be disconnected or joined to the half shaft 7 on the wheel side, so that the disconnection or engagement between the wheel and the speed reducer can be realized.
  • the cam structure 305 and the worm gear structure 301 are provided separately, so that the processing is convenient and the arrangement is flexible, and the processing cost can also be reduced.
  • part of the outer periphery of the worm gear structure 301 is provided with a tooth pattern structure to form a tooth sector, so that the structure is simple and the processing is convenient.
  • the worm gear structure 301 is a plastic part, which can reduce friction during meshing with the first transmission assembly 2 .
  • the shift fork 401 is fixedly connected with the transmission shaft 402 through a coiled spring pin 405 .
  • the structure is simple and the connection is convenient.
  • the second transmission assembly 3 further includes a first abutting member 306 pierced on the rotating shaft 307 and a second abutment member 306 arranged on one side of the cam structure 305 .
  • the abutting piece 3052 , the first abutting piece 306 and the second abutting piece 3052 are abuttingly matched, so that the rotation shaft 307 drives the cam structure 305 to rotate along the first preset direction through the first abutting piece 306 .
  • the rotating shaft 307 can drive the first abutting piece 306 to rotate, and the first abutting piece 306 and the second abutting piece 3052 abut and cooperate, so that the first abutting piece 306 can drive the cam structure 305 along the first Rotate in a predetermined direction, so that the cam structure 305 can drive the shift fork 401 to move away from the first transmission assembly 2 along the axial direction of the transmission shaft 402 , and then switch the half shaft 6 on the reducer side from the engaged position to the disengaged position.
  • the counterclockwise rotation direction of the second transmission assembly 3 in FIG. 1 is the first preset direction.
  • the first abutting member 306 is a pin shaft passing through the rotating shaft 307 .
  • a groove 312 is provided on the side of the cam structure 305 facing the first abutment 306 , and the first abutment 306 is located in the groove 312 , part of the sidewall of the groove 312 forms the second abutting piece 3052 .
  • the first abutting piece 306 is located in the groove 312, so that during the process of the rotating shaft 307 and the first abutting piece 306, the first abutting piece 306 can abut against part of the side wall of the groove 312, Thus, the cam structure 305 is driven to rotate along the first preset direction.
  • the second abutting piece 3052 can also be a protrusion provided on the side of the cam structure 305 facing the first abutting piece 306, and the first abutting piece 306 is located on one side of the protrusion. side, as long as the first abutting piece 306 can abut against the second abutting piece 3052 during the rotation process and make the second abutting piece 3052 rotate.
  • the first abutting member 306 is interference-fitted in a corresponding hole on the rotating shaft 307 .
  • the second transmission assembly 3 further includes a connecting sleeve 308 located on the outer periphery of the rotating shaft 307, and the connecting sleeve 308 and the first abutting member 306 are respectively located on opposite sides of the cam structure 305, so that, The first abutting member 306 and the connecting sleeve 308 can jointly limit the axial position of the cam structure 305 to avoid axial movement of the cam structure 305 .
  • the worm gear structure 301 and the cam structure 305 are arranged at intervals along the axial direction of the rotating shaft 307, and the second transmission assembly 3 also includes a The transmission structure 313, the worm gear structure 301 drives the cam structure 305 to rotate in a second preset direction through the transmission structure 313, and the second preset direction is opposite to the first preset direction.
  • the worm gear structure 301 drives the cam structure 305 to rotate in the second preset direction through the transmission structure 313, so that the cam structure 305 can drive the shift fork 401 to move toward the first transmission assembly 2 along the axial direction of the transmission shaft 402 , and then make the half shaft 6 on the side of the reducer switch from the disconnected position to the engaged position.
  • the clockwise rotation direction of the second transmission assembly 3 in FIG. 1 is the second preset direction.
  • the cam structure 305 is provided with a first opening groove
  • the transmission structure 313 includes a blocking piece 303 and a torsion spring 304 .
  • the blocking plate 303 is located on the outer periphery of the rotating shaft 307, and the blocking plate 303 rotates synchronously with the worm gear structure 301.
  • the blocking plate 303 is provided with a second opening groove 314; the torsion spring 304 is located on the outer periphery of the rotating shaft 307, and one end of the torsion spring 304 is located on the first In the open slot, the other end of the torsion spring 304 is located in the second open slot 314 .
  • the worm gear structure 301 can drive the blocking plate 303 to rotate, the worm gear structure 301 drives the blocking plate 303 to rotate, the blocking plate 303 drives the torsion spring 304 to rotate, and the torsion spring 304 transmits the torque to the cam structure 305, thereby driving the cam structure 305 to rotate , so that the rotating cam structure 305 can drive the shift fork 401 to move along the axial direction of the transmission shaft 402 .
  • the torsion spring 304 can only drive the cam structure 305 to rotate in the second preset direction, so as to avoid affecting the rotation of the cam structure 305 in the first preset direction.
  • the transmission structure 313 may only include the torsion spring 304; or, the transmission structure 313 may also only include a rigid structure, for example, a connecting rod. As long as the rotational motion of the worm gear structure 301 can be transmitted to the cam structure 305, it is sufficient.
  • the blocking plate 303 is provided with a rectangular hole
  • the rotating shaft 307 includes a first shaft segment for installing the cam structure 305 and a second shaft segment connected with the first shaft segment , wherein, the shape of the second shaft section is rectangular, and the blocking piece 303 is located on the outer periphery of the second shaft section, so that the rectangular hole of the blocking piece 303 is in interference fit with the rectangular second shaft section, and the worm gear structure 301 can be driven by the rotating shaft 307
  • the blocking plate 303 rotates.
  • the side of the cam structure 305 facing the shift fork 401 is provided with a slide groove 315, and the slide groove 315 is arranged obliquely relative to the axis of the rotating shaft 307, and the shift fork assembly 4 also Including the sliding part 43 connected with the transmission shaft 402 , a part of the sliding part 43 is movably disposed in the slide groove 315 to convert the rotational motion of the cam structure 305 into the axial movement of the transmission shaft 402 and the shift fork 401 .
  • the chute 315 on the cam structure 305 is also rotating, so that the slider 43 can slide in the chute 315, because the chute 315 is inclined relative to the axis of the rotating shaft 307
  • the sliding member 43 not only moves along the direction perpendicular to the axis of the rotating shaft 307, but also moves along the direction of the axis of the rotating shaft 307, so that the shift fork 401 and the transmission shaft 402 can be moved along the axial direction of the rotating shaft 307. move.
  • the sliding member 43 includes a pin shaft 403 and a rolling member 404 located on the outer periphery of the pin shaft 403 and rotatably arranged relative to the pin shaft 403 .
  • 315 is scrollably set.
  • the rolling member 404 can roll in the sliding groove 315 , so that the sliding member 43 can move in the sliding groove 315 more smoothly, and the frictional force between the sliding member 43 and the sliding groove 315 can be reduced.
  • the pin shaft 403 is interference-fitted in the corresponding hole of the transmission shaft 402 .
  • only the pin shaft 403 may be provided, so that one end of the pin shaft 403 slides in the slide groove 315 .
  • the first transmission assembly 2 includes a worm 201 connected to the output shaft of the drive assembly 1, and the worm 201 cooperates with the worm gear structure 301, so that the worm gear structure 301 drives the rotating shaft 307 relative to the The installation base turns.
  • the driving assembly 1 can drive the worm gear structure 301 to rotate through the worm 201, so the structure is simple and easy to process.
  • the driving assembly 1 is a DC motor, so that it only consumes power during operation, and consumes no power in other states, and can be actively controlled without relying on other components.
  • the motor shaft end 1011 of the motor shaft 101 of the DC motor cooperates with the mounting hole 2011 on the worm shaft end of the worm 201 to realize the power transmission of the motor.
  • one end of the worm 201 is supported by a ball bearing 202 , and the other end of the worm 201 is supported by a needle bearing 203 .
  • the worm 201 can be rotated relative to the foundation to be installed.
  • the second transmission assembly 3 also includes a worm wheel seat 302 located on the outer periphery of the rotating shaft 307, and the outer periphery of the worm wheel seat 302 is provided with a first anti-rotation structure 3021;
  • the installation through hole, the worm gear seat 302 is located in the installation through hole, the second anti-rotation structure 3011 is provided on the inner wall of the installation through hole, and the first anti-rotation structure 3021 and the second anti-rotation structure 3011 are clamped and matched.
  • the worm gear structure 301 can be installed on the outer periphery of the rotating shaft 307 through the worm gear seat 302 , so that the worm gear structure 301 can drive the rotating shaft 307 to rotate.
  • the first anti-rotation structure 3021 and the second anti-rotation structure 3011 are engaged with the first anti-rotation structure 3021 , so that the worm gear seat 302 and the worm gear structure 301 can rotate synchronously.
  • the worm wheel seat 302 is provided with a square mounting hole, and the worm wheel seat 302 is located on the outer periphery of the second shaft section, so that the square mounting hole can be matched with the square second shaft section, so that the worm wheel seat 302 can drive the second shaft segment to rotate.
  • the connecting sleeve 308 , the blocking piece 303 , the worm gear seat 302 and the washer 309 are stacked closely and fixed on the rotating shaft 307 by screws 310 .
  • the worm gear seat 302 is made of metal material, and is connected with the worm gear structure 301 by injection molding.
  • the shift fork assembly 4 also includes a positioning member 8 that can be connected to the foundation to be installed, and the transmission shaft 402 is provided with a first positioning slot 41 and a second positioning slot 41 that communicate with each other.
  • the positioning groove 42, the positioning piece 8 is slidably arranged in the first positioning groove 41 and the second positioning groove 42, when the half shaft 6 on the side of the reducer is in the disconnected position, the positioning piece 8 cooperates with the first positioning groove 41, when When the half shaft 6 on the side of the reducer is in the engaged position, the positioning member 8 cooperates with the second positioning groove 42 .
  • the positioning member 8 can limit the limit position of the movement of the shift fork 401, that is, after the shift fork 401 completes the action of engaging or removing the gear, it can limit its axial movement, so as to prevent accidental disengagement.
  • the decelerator disconnecting device further includes a decelerator side half shaft 6 , a gear sleeve 5 and a wheel side half shaft 7 .
  • the half shaft 6 on the side of the reducer is connected with the half shaft gear of the differential;
  • the gear sleeve 5 is located on the outer circumference of the half shaft 6 on the side of the reducer, and the side of the gear sleeve 5 away from the side gear of the differential is provided with first engagement teeth.
  • the shift fork 401 is located on the outer periphery of the gear sleeve 5 and connected with the gear sleeve 5; the wheel side half shaft 7 is connected with the wheel, and one side of the wheel side half shaft 7 is provided with a second engaging tooth 71, the first engaging tooth 51 and the second engaging tooth The two engagement teeth 71 are engaged with each other.
  • the shift fork 401 can drive the tooth sleeve 5 to move during the movement, so that the first engaging tooth 51 and the second engaging tooth 71 can be engaged or disconnected.
  • the first engaging tooth 51 and the second engaging tooth 71 When meshing, the half shaft 6 on the side of the reducer is engaged with the half shaft 7 on the wheel side to complete the shifting action, so that the power can be transmitted to the wheels by the auxiliary drive motor through the speed reducer, and then the four-wheel drive function can be realized; when the first engaging gear When 51 and the second engaging tooth 71 are disconnected, the half shaft 6 on the side of the reducer is disconnected from the half shaft 7 on the wheel side, and the movement of the wheels cannot be transmitted to the large ring gear of the reducer to complete the shifting action, thus reducing the two-wheel drive time. churning loss.
  • the torsion The spring 304 can play the role of power storage.
  • an internal spline 53 is provided on the tooth sleeve 5
  • an external spline 61 is provided on the side half shaft 6 of the reducer, and the internal spline 53 and the external spline 61 are slidably fitted. In this way, the gear sleeve 5 can be moved without affecting the axial position of the half shaft 6 on the side of the reducer.
  • the gear sleeve 5 is provided with a gear sleeve groove 52 for installing a shift fork 401 , and the shift fork 401 is used to move the gear sleeve 5 along its axial direction.
  • an embodiment of the present invention provides a speed reducer.
  • the reducer includes a housing 9 and the above-mentioned reducer disconnecting device arranged in the housing 9.
  • the housing 9 is used to install the drive assembly 1, the first transmission assembly 2, the rotating shaft 307 and the transmission shaft 402.
  • the housing 9 forms a Install base.
  • the above-mentioned speed reducer has all the advantages of the above-mentioned speed reducer disconnecting device, which will not be repeated here.
  • both ends of the rotating shaft 307 of the second transmission assembly 3 are supported in the mounting hole of the housing 9 through the composite bushing 311 , and the rotating shaft 307 can rotate in the housing 9 .
  • both ends of the transmission shaft 402 of the shift fork assembly 4 are supported in the mounting holes of the housing 9 through bushings 406 , and the transmission shaft 402 can move axially in the housing 9 .
  • a snap ring groove 92 is provided on the casing 9, and the first transmission assembly 2 also includes a snap ring 204 arranged in the snap ring groove 92, and a snap ring 204 is provided on the casing 9.
  • There is a bearing limiting structure 91 and the ball bearing 202 is located between the bearing limiting structure 91 and the snap ring 204 , so that the position of the ball bearing 202 can be limited by the snap ring 204 and the bearing limiting structure 91 .
  • the first transmission assembly 2 also includes a steel wire retaining ring 205 positioned on the outer periphery of the worm 201, and the ball bearing 202 is fixedly connected to the worm 201 through the steel wire retaining ring 205, so that the worm 201 The axis is completely restricted and can only rotate.
  • an oil seal 206 is installed between the housing 9 and the worm 201 , so as to prevent the oil in the reducer from leaking out.
  • the vehicle is switched from four-wheel drive to two-wheel drive during the driving process.
  • the power of the auxiliary drive motor is interrupted, and only a small current is given to maintain The speed of the motor is consistent with the speed of the vehicle, and then the drive assembly 1 drives the worm 201 to rotate, and the worm gear structure 301 drives the rotation shaft 307 to rotate accordingly, and the first abutment 306 on the rotation shaft 307 directly pushes the cam structure 305 through the second abutment 3052
  • the cam structure 305 drives the rolling member 404, the transmission shaft 402, the shift fork 401 and the gear sleeve 5 to move axially through the chute 315.
  • One tooth 51 is separated, the movement between the axle shaft 7 on the wheel side and the axle shaft 6 on the reducer side is cut off, and the switching between the two drives is completed. After that, the current of the auxiliary drive motor is interrupted. Except that the shaft gear rotates, the other rotating parts all stop.
  • the vehicle is switched from two-wheel drive to four-wheel drive during the running process.
  • the relative rotational speed is within a certain range.
  • the drive assembly 1 rotates, driving the worm 201 to rotate, and the worm gear structure 301 drives the rotating shaft 307 and the blocking plate 303 to rotate accordingly, and the blocking plate 303 drives the torsion spring 304 to transmit the force to the cam structure 305.
  • the cam structure 305 drives the rolling element 404, the drive shaft 402, the shift fork 401 and the gear sleeve 5 to move axially through the chute 315. 51 is engaged, the axle shaft 7 on the wheel side is rigidly connected to the axle shaft 6 on the reducer side, at this time the auxiliary drive motor outputs power, and the four-wheel drive switching is completed.
  • the embodiment of the present invention also provides a vehicle, which includes a vehicle body and a speed reducer arranged on the vehicle body.
  • a vehicle which includes a vehicle body and a speed reducer arranged on the vehicle body.
  • the above-mentioned vehicle may be an electric vehicle or a fuel vehicle.
  • the above-mentioned embodiments of the present invention have achieved the following technical effects: by setting the shift fork connected to the half shaft on the side of the reducer, the first transmission assembly on one side of the shift fork and the first transmission assembly on the second
  • the second transmission assembly on one side of the first transmission assembly drives the shift fork to move
  • the worm gear structure and the cam structure are arranged along the axis of the rotating shaft.
  • the cam structure and the worm gear structure can also be distributed along the axial direction of the rotating shaft, thereby reducing the size of the second transmission assembly in the radial direction, so that the space occupied by the disconnecting device of the reducer in the radial direction can be greatly reduced.

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Abstract

本发明提供了一种减速器断开装置、减速器及车辆。减速器断开装置包括：驱动组件，设置在待安装基础上；第一传动组件，与驱动组件的输出轴驱动连接；第二传动组件，第二传动组件位于第一传动组件的一侧，第二传动组件包括转轴以及沿转轴的轴线方向布置的凸轮结构和蜗轮结构，蜗轮结构与第一传动组件传动连接；拨叉组件，位于第二传动组件的一侧，拨叉组件包括传动轴和与传动轴固定连接的拨叉，其中，第二传动组件可转动地设置，以带动传动轴沿自身轴向相对于凸轮结构往复移动，以使与拨叉连接的减速器侧半轴具有与车轮侧半轴断开的断开位置以及与车轮侧半轴接合的接合位置。本发明的技术方案解决了现有技术中的断开装置的径向空间占用大的问题。

Description

减速器断开装置、减速器及车辆
本申请要求于2022年2月18日提交至中国国家知识产权局、申请号为202210152719.1、发明名称为“减速器断开装置、减速器及车辆”的专利申请的优先权。
技术领域
本发明涉及电动车技术领域，具体而言，涉及一种减速器断开装置、减速器及车辆。
背景技术
现有的四驱电动车辆通常在会在前后轴分别安装一套电机-减速器驱动系统，以实现四驱功能，在整车控制器识别出两驱即满足整车驱动需求时，或者驾驶员手动由两驱切换为四驱后，整车控制器会将辅驱电机断电或给予小电流，仅主驱电机驱动整车行驶，这种四驱变两驱的方式可以在不改变硬件的条件下实现整车续驶里程一定程度的增加，因为辅驱的电机和减速器一直在随整车运转，其电机的电磁损失、减速器齿轮的搅油损失、旋转部件的摩擦损失及加减速的惯量损失依然存在，其节电效果有限。
为了减少以上损失，进一步加大整车续驶里程，会在减速器内增加断开装置，断开装置可以加装在减速器输入轴、中间轴、差速器或半轴。一般断开装置安装在传动系统的末端，即差速器或半轴上，以尽可能减少齿轮搅油损失。
现有技术中的断开装置的增力机构一般采用蜗轮凸轮集成结构，即将凸轮设置在半轴的外周，将蜗轮设置在凸轮的外周，这样虽然可以驱动半轴移动，但是，也会增加断开装置的径向空间。
发明内容
本发明的主要目的在于提供一种减速器断开装置、减速器及车辆，以解决现有技术中的断开装置的径向空间占用大的问题。
为了实现上述目的，本发明提供了一种减速器断开装置，包括：驱动组件，设置在待安装基础上；第一传动组件，与驱动组件的输出轴驱动连接；第二传动组件，第二传动组件位于第一传动组件的一侧，第二传动组件包括转轴以及沿转轴的轴线方向布置的凸轮结构和蜗轮结构，蜗轮结构与第一传动组件传动连接；拨叉组件，位于第二传动组件的一侧，拨叉组件包括传动轴和与传动轴固定连接的拨叉，其中，第二传动组件可转动地设置，以带动传动轴沿自身轴向相对于凸轮结构往复移动，以使与拨叉连接的减速器侧半轴具有与车轮侧半轴断开的断开位置以及与车轮侧半轴接合的接合位置。
进一步地，第二传动组件还包括穿设在转轴上的第一抵接件以及设置在凸轮结构一侧的第二抵接件，第一抵接件与第二抵接件抵接配合，以使转轴通过第一抵接件带动凸轮结构沿第一预设方向转动。
进一步地，凸轮结构的朝向第一抵接件的一侧设有凹槽，第一抵接件位于凹槽内，凹槽的部分侧壁形成第二抵接件。
进一步地，蜗轮结构和凸轮结构沿转轴的轴线方向间隔设置，第二传动组件还包括位于蜗轮结构和凸轮结构之间的传动结构，蜗轮结构通过传动结构带动凸轮结构沿第二预设方向转动，第二预设方向和第一预设方向相反。
进一步地，凸轮结构上设有第一开口槽，传动结构包括：挡片，位于转轴的外周，挡片与蜗轮结构同步转动，挡片上设有第二开口槽；扭簧，位于转轴的外周，扭簧的一端位于第一开口槽内，扭簧的另一端位于第二开口槽内。
进一步地，凸轮结构的朝向拨叉的一侧设有滑槽，滑槽相对于转轴的轴线倾斜设置，拨叉组件还包括与传动轴连接的滑动件，部分滑动件在滑槽内可移动地设置，以将凸轮结构的旋转运动转换为传动轴和拨叉的轴向移动。
进一步地，滑动件包括销轴和位于销轴的外周且相对于销轴可转动设置的滚动件，滚动件在滑槽内可滚动地设置。
进一步地，第一传动组件包括与驱动组件的输出轴连接的蜗杆，蜗杆与蜗轮结构配合，以使蜗轮结构带动转轴相对于待安装基础转动；或者，第二传动组件还包括位于转轴的外周的蜗轮座，蜗轮座的外周设有第一防转结构；蜗轮结构上设有安装通孔，蜗轮座位于安装通孔内，安装通孔的内壁面上设有第二防转结构，第一防转结构和第二防转结构卡接配合。
进一步地，拨叉组件还包括能够与待安装基础连接的定位件，传动轴上设有相连通的第一定位槽和第二定位槽，定位件在第一定位槽和第二定位槽内可滑动地设置，当减速器侧半轴处于断开位置时，定位件与第一定位槽配合，当减速器侧半轴处于接合位置时，定位件与第二定位槽配合；或者，减速器断开装置还包括：减速器侧半轴，与差速器半轴齿轮连接；齿套，位于减速器侧半轴的外周，齿套的背离差速器半轴齿轮的一侧设有第一接合齿，拨叉位于齿套的外周且与齿套连接；车轮侧半轴，与车轮连接，车轮侧半轴的一侧设有第二接合齿，第一接合齿和第二接合齿啮合设置。
根据本发明的另一方面，本发明提供了一种减速器，减速器包括壳体和设置在壳体内的上述的减速器断开装置，壳体用于安装驱动组件、第一传动组件、转轴以及传动轴，壳体形成待安装基础。
根据本发明的另一方面，本发明提供了一种车辆，包括车体和设置在车体上的上述的减速器。
应用本发明的技术方案，通过设置与减速器侧半轴连接的拨叉，利用位于拨叉的一侧的第一传动组件和位于第一传动组件的一侧的第二传动组件来驱动拨叉移动，且蜗轮结构和凸轮结构沿转轴轴线方向布置，这样，可以避免凸轮结构因与减速器侧半轴直接连接而产生径向尺寸较大的问题，也可以使凸轮结构和蜗轮结构沿转轴的轴线方向分布，从而减小第二传动组件在径向上的尺寸，这样，可以大大降低减速器断开装置在径向的占用空间。
附图说明
构成本申请的一组件分的说明书附图用来提供对本发明的进一步理解，本发明的示意性实施例及其说明用于解释本发明，并不构成对本发明的不当限定。在附图中：
图1示出了本发明的实施例的减速器断开装置的一个方向的结构示意图；以及
图2示出了本发明的实施例的减速器断开装置的另一个方向的结构示意图；
图3示出了本发明的实施例的减速器断开装置的剖视图；
图4示出了图1的减速器断开装置的第二传动组件的分解结构示意图；
图5示出了图1的减速器断开装置的拨叉组件的结构示意图；
图6示出了图1的减速器断开装置的蜗轮结构和蜗轮座的分解结构示意图；
图7示出了图1的减速器断开装置的车轮侧半轴和减速器侧半轴的分解结构示意图；
图8示出了图1的减速器断开装置的第一传动组件的结构示意图；
图9示出了图1的减速器断开装置的减速器侧半轴处于断开位置的一个方向的结构示意图；
图10示出了图9的减速器断开装置的左视图；
图11示出了图1的减速器断开装置的减速器侧半轴处于接合位置的一个方向的结构示意图；
图12示出了图11的减速器断开装置的左视图；
图13示出了图1的减速器断开装置的第一接合齿和第二接合齿的齿顶顶住的结构示意图。
其中，上述附图包括以下附图标记：
1、驱动组件；101、电机轴；1011、电机轴端；2、第一传动组件；201、蜗杆；2011、安装孔；202、球轴承；203、滚针轴承；204、卡环；205、钢丝挡圈；206、油封；3、第二传动组件；301、蜗轮结构；302、蜗轮座；3021、第一防转结构；3011、第二防转结构；303、挡片；304、扭簧；305、凸轮结构；3052、第二抵接件；306、第一抵接件；307、转轴；308、 连接套；309、垫片；310、螺钉；311、复合衬套；312、凹槽；313、传动结构；314、第二开口槽；315、滑槽；4、拨叉组件；41、第一定位槽；42、第二定位槽；401、拨叉；402、传动轴；403、销轴；404、滚动件；405、卷式弹簧销；406、衬套；43、滑动件；5、齿套；51、第一接合齿；52、齿套槽；53、内花键；6、减速器侧半轴；61、外花键；7、车轮侧半轴；71、第二接合齿；8、定位件；9、壳体；91、轴承限位结构；92、卡环槽。
具体实施方式
需要说明的是，在不冲突的情况下，本申请中的实施例及实施例中的特征可以相互组合。下面将参考附图并结合实施例来详细说明本发明。
如图1、图2、图4和图5所示，本发明的实施例提供了一种减速器断开装置。减速器断开装置包括驱动组件1、第一传动组件2、第二传动组件3和拨叉组件4。其中，驱动组件1设置在待安装基础上；第一传动组件2与驱动组件1的输出轴驱动连接；第二传动组件3位于第一传动组件2的一侧，第二传动组件3包括转轴307以及沿转轴307的轴线方向布置的凸轮结构305和蜗轮结构301，蜗轮结构301与第一传动组件2传动连接；拨叉组件4位于第二传动组件3的一侧，拨叉组件4包括传动轴402和与传动轴402固定连接的拨叉401，其中，第二传动组件3可转动地设置，以带动传动轴402沿自身轴向相对于凸轮结构305往复移动，以使与拨叉401连接的减速器侧半轴6具有与车轮侧半轴7断开的断开位置以及与车轮侧半轴7接合的接合位置。
上述技术方案中，通过设置与减速器侧半轴6连接的拨叉401，利用位于拨叉401的一侧的第一传动组件2和位于第一传动组件2的一侧的第二传动组件3来驱动拨叉401移动，且蜗轮结构301和凸轮结构305沿转轴307的轴线方向布置，这样，可以避免凸轮结构305因与减速器侧半轴6直接连接而产生径向尺寸较大的问题，也可以使凸轮结构305和蜗轮结构301沿转轴307的轴线方向分布，从而减小第二传动组件3在径向上的尺寸，这样，可以大大降低减速器断开装置在径向上的占用空间，整个减速器断开装置的结构比较紧凑。
具体地，本发明的实施例中，第一传动组件2可以带动蜗轮结构301转动，然后蜗轮结构301通过转轴307带动凸轮结构305转动，以使转动的凸轮结构305带动传动轴402以及拨叉401沿传动轴402的轴线方向往复移动，从而使拨叉401使减速器侧半轴6具有与车轮侧半轴7断开的断开位置以及与车轮侧半轴7接合的接合位置，从而使减速器侧半轴6能够与车轮侧半轴7断开或者接合，进而可以实现车轮与减速器之间的断开或者接合。
优选地，本发明的实施例中，凸轮结构305和蜗轮结构301分体设置，这样，便于加工且布置灵活，也能够降低加工成本。
优选地，本发明的实施例中，蜗轮结构301的部分外周设有齿纹结构，以形成齿扇，这样，结构简单，加工方便。
优选地，本发明的实施例中，蜗轮结构301为塑料件，在与第一传动组件2啮合的过程中可以降低摩擦。
优选地，本发明的实施例中，拨叉401通过卷式弹簧销405与传动轴402固连。这样，结构简单，方便连接。
如图3、图4和图9所示，本发明的实施例中，第二传动组件3还包括穿设在转轴307上的第一抵接件306以及设置在凸轮结构305一侧的第二抵接件3052，第一抵接件306与第二抵接件3052抵接配合，以使转轴307通过第一抵接件306带动凸轮结构305沿第一预设方向转动。
通过上述设置，转轴307可以带动第一抵接件306转动，且第一抵接件306与第二抵接件3052抵接配合，这样可以使第一抵接件306带动凸轮结构305沿第一预设方向转动，从而使凸轮结构305能够带动拨叉401沿传动轴402的轴向朝远离第一传动组件2的方向移动，进而使减速器侧半轴6由接合位置切换为断开位置。
需要说明的是，本发明的实施例中，图1中的第二传动组件3的逆时针转动方向为第一预设方向。
优选地，本发明的实施例中，第一抵接件306为穿设在转轴307上的销轴。
如图1、图4和图9所示，本发明的实施例中，凸轮结构305的朝向第一抵接件306的一侧设有凹槽312，第一抵接件306位于凹槽312内，凹槽312的部分侧壁形成第二抵接件3052。
通过上述设置，第一抵接件306位于凹槽312内，这样，在转轴307和第一抵接件306的过程中，第一抵接件306可以与凹槽312的部分侧壁抵接，从而带动凸轮结构305沿第一预设方向转动。
优选地，本发明的实施例中，第二抵接件3052也可以为设置在凸轮结构305的朝向第一抵接件306的一侧的凸起，第一抵接件306位于凸起的一侧，只要第一抵接件306在转动过程中能够抵着第二抵接件3052，且使第二抵接件3052转动即可。
优选地，本发明的实施例中，第一抵接件306过盈安装在转轴307上的相应孔中。
优选地，本发明的实施例中，第二传动组件3还包括位于转轴307的外周的连接套308，且连接套308与第一抵接件306分别位于凸轮结构305的相对两侧，这样，第一抵接件306和连接套308可以共同对凸轮结构305进行轴向限位，避免凸轮结构305发生轴向窜动。
如图3和图4所示，本发明的实施例中，蜗轮结构301和凸轮结构305沿转轴307的轴线方向间隔设置，第二传动组件3还包括位于蜗轮结构301和凸轮结构305之间的传动结构313，蜗轮结构301通过传动结构313带动凸轮结构305沿第二预设方向转动，第二预设方向和第一预设方向相反。
通过上述设置，蜗轮结构301通过传动结构313带动凸轮结构305沿第二预设方向转动，从而使凸轮结构305能够带动拨叉401沿传动轴402的轴向朝靠近第一传动组件2的方向移动，进而使减速器侧半轴6由断开位置切换接合为位置。
需要说明的是，本发明的实施例中，图1中的第二传动组件3的顺时针转动方向为第二预设方向。
如图4所示，本发明的实施例中，凸轮结构305上设有第一开口槽，传动结构313包括挡片303和扭簧304。其中，挡片303位于转轴307的外周，挡片303与蜗轮结构301同步转动，挡片303上设有第二开口槽314；扭簧304位于转轴307的外周，扭簧304的一端位于第一开口槽内，扭簧304的另一端位于第二开口槽314内。
通过上述设置，蜗轮结构301可以带动挡片303转动，蜗轮结构301带动挡片303转动，挡片303又带动扭簧304转动，扭簧304将扭矩传递到凸轮结构305，从而带动凸轮结构305转动，进而使转动的凸轮结构305可以带动拨叉401沿传动轴402的轴向移动。
具体地，本发明的实施例中，通过设置第一开口槽和第二开口槽314，这样，在转动的过程中，扭簧304的相对两端只能和开口槽的底壁抵接，这样，扭簧304只能带动凸轮结构305沿第二预设方向转动，从而避免影响凸轮结构305沿第一预设方向的转动。
当然，在附图未示出的替代实施例中，传动结构313可以只包括扭簧304；或者，传动结构313也可以只包括刚性结构，例如，连接杆。只要可以将蜗轮结构301的旋转运动传递给凸轮结构305就可以。
优选地，本发明的实施例中，如图4所示，挡片303设有矩形孔，转轴307包括用于安装凸轮结构305的第一轴段和与第一轴段连接的第二轴段，其中，第二轴段的形状为矩形，挡片303位于第二轴段的外周，这样，挡片303的矩形孔与矩形的第二轴段过盈配合，蜗轮结构301可以通过转轴307带动挡片303转动。
如图3和图4所示，本发明的实施例中，凸轮结构305的朝向拨叉401的一侧设有滑槽315，滑槽315相对于转轴307的轴线倾斜设置，拨叉组件4还包括与传动轴402连接的滑动件43，部分滑动件43在滑槽315内可移动地设置，以将凸轮结构305的旋转运动转换为传动轴402和拨叉401的轴向移动。
通过上述设置，在凸轮结构305转动的过程中，凸轮结构305上的滑槽315也在转动，这样，滑动件43可以在滑槽315内滑动，由于滑槽315相对于转轴307的轴线倾斜设置，这样，滑动件43在移动的过程中不仅有沿垂直于转轴307轴线方向的移动，还有沿转轴307轴线方向上的移动，这样可以使拨叉401和传动轴402沿转轴307的轴向移动。
如图3和图5所示，本发明的实施例中，滑动件43包括销轴403和位于销轴403的外周且相对于销轴403可转动设置的滚动件404，滚动件404在滑槽315内可滚动地设置。
通过上述设置，滚动件404可以在滑槽315内滚动，这样可以使滑动件43更顺畅地在滑槽315移动，并且可以降低滑动件43与滑槽315之间的摩擦力。
优选地，本发明的实施例中，销轴403过盈安装在传动轴402的相应孔中。
当然，在未示出的替代实施例中，还可以只设置销轴403，使销轴403的一端在滑槽315内滑动即可。
如图1所示，本发明的实施例中，第一传动组件2包括与驱动组件1的输出轴连接的蜗杆201，蜗杆201与蜗轮结构301配合，以使蜗轮结构301带动转轴307相对于待安装基础转动。
通过上述设置，驱动组件1可以通过蜗杆201带动蜗轮结构301转动，这样，结构简单，便于加工。
优选地，本发明的实施例中，驱动组件1为直流电机，这样仅在动作时耗电，其余状态不耗电，且可主动控制，不依赖其他部件。
如图8所示，本发明的实施例中，直流电机的电机轴101的电机轴端1011与蜗杆201的蜗杆轴端上的安装孔2011配合，从而实现电机的动力传递。
如图8所示，本发明的实施例中，蜗杆201的一端被球轴承202支撑，蜗杆201的另一端被滚针轴承203支撑。这样，可以使蜗杆201相对于待安装基础发生转动。
如图6所示，本发明的实施例中，第二传动组件3还包括位于转轴307的外周的蜗轮座302，蜗轮座302的外周设有第一防转结构3021；蜗轮结构301上设有安装通孔，蜗轮座302位于安装通孔内，安装通孔的内壁面上设有第二防转结构3011，第一防转结构3021和第二防转结构3011卡接配合。
通过上述设置，蜗轮结构301可以通过蜗轮座302安装在转轴307外周，从而使蜗轮结构301能够带动转轴307转动。
具体地，本发明的实施例中，第一防转结构3021和与第一防转结构3021卡接配合第二防转结构3011，这样可以使蜗轮座302和蜗轮结构301同步转动。
优选地，本发明的实施例中，蜗轮座302设有方形安装孔，且蜗轮座302位于第二轴段的外周，这样，方形安装孔可以与方形的第二轴段配合，从而使蜗轮座302能够带动第二轴段转动。
如图3和图4所示，本发明的实施例中，连接套308、挡片303、蜗轮座302和垫片309层叠靠紧，并且通过螺钉310固定在转轴307上。
优选地，本发明的实施例中，蜗轮座302由金属材料制成，并且与蜗轮结构301通过注塑连接。
如图3和图5所示，本发明的实施例中，拨叉组件4还包括能够与待安装基础连接的定位件8，传动轴402上设有相连通的第一定位槽41和第二定位槽42，定位件8在第一定位槽41和第二定位槽42内可滑动地设置，当减速器侧半轴6处于断开位置时，定位件8与第一定位槽41配合，当减速器侧半轴6处于接合位置时，定位件8与第二定位槽42配合。
通过上述设置，定位件8可以对拨叉401移动的极限位置进行限制，即在拨叉401完成挂挡或摘挡动作后，限制其轴向移动，从而防止意外脱挡。
如图7所示，本发明的实施例中，减速器断开装置还包括减速器侧半轴6、齿套5和车轮侧半轴7。其中，减速器侧半轴6与差速器半轴齿轮连接；齿套5位于减速器侧半轴6的外周，齿套5的背离差速器半轴齿轮的一侧设有第一接合齿51，拨叉401位于齿套5的外周且与齿套5连接；车轮侧半轴7与车轮连接，车轮侧半轴7的一侧设有第二接合齿71，第一接合齿51和第二接合齿71啮合设置。
通过上述设置，拨叉401在移动的过程中可以带动齿套5移动，从而使第一接合齿51和第二接合齿71可以啮合或者断开，当第一接合齿51和第二接合齿71啮合时，减速器侧半轴6与车轮侧半轴7接合，以完成挂档动作，从而使动力可以由辅驱电机通过减速器传动到车轮，进而可以实现四驱功能；当第一接合齿51和第二接合齿71断开时，减速器侧半轴6与车轮侧半轴7断开，车轮的运动无法传递到减速器大齿圈，以完成摘挡动作，从而降低了两驱时的搅油损失。
具体地，本发明的实施例中，当第一接合齿51和第二接合齿71在啮合的过程中，发生第一接合齿51和第二接合齿71的齿顶顶住的情况时，扭簧304可以起到蓄力的作用。
如图7所示，本发明的实施例中，齿套5上设有内花键53，减速器侧半轴6上设有外花键61，内花键53与外花键61滑动配合，这样可以使齿套5移动，而不影响减速器侧半轴6的轴向位置。
如图7所示，本发明的实施例中，齿套5上开有用于安装拨叉401的齿套槽52，拨叉401用于拨动齿套5沿其轴向移动。
如图9所示，本发明的实施例提供了一种减速器。减速器包括壳体9和设置在壳体9内的上述的减速器断开装置，壳体9用于安装驱动组件1、第一传动组件2、转轴307以及传动轴402，壳体9形成待安装基础。上述减速器具有上述减速器断开装置的全部优点，此处不再赘述。
具体地，本发明的实施例中，第二传动组件3的转轴307的两端通过复合衬套311支撑在壳体9安装孔中，且转轴307在壳体9中可以转动。
具体地，本发明的实施例中，拨叉组件4的传动轴402两端通过衬套406支撑在壳体9安装孔中，且传动轴402可以在壳体9中轴向移动。
如图8所示，本发明的实施例中，壳体9上设有卡环槽92，第一传动组件2还包括设置在卡环槽92中的卡环204，其壳体9上还设有轴承限位结构91，球轴承202位于轴承限位结构91和卡环204之间，这样，球轴承202的位置可以被卡环204和轴承限位结构91限制。
如图8所示，本发明的实施例中，第一传动组件2还包括位于蜗杆201的外周的钢丝挡圈205，球轴承202通过钢丝挡圈205固连在蜗杆201上，这样蜗杆201的轴向被完全限制，只能转动。
如图8所示，本发明的实施例中，在壳体9与蜗杆201之间安装有油封206，这样可以防止减速器中油液外泄。
如图9和图10所示，本发明的实施例中，本发明的实施例中，车辆在行进过程中由四驱切换为两驱，首先辅驱电机动力中断，仅给予小电流，以维持电机转速同整车车速相一致，而后驱动组件1带动蜗杆201转动，蜗轮结构301随之带动转轴307转动，转轴307上的第一抵接件306通过第二抵接件3052直接推动凸轮结构305转动，之后凸轮结构305通过滑槽315带动滚动件404、传动轴402、拨叉401及齿套5轴向运动，车轮侧半轴7上的第二接合齿71即和齿套5上的第一接合齿51分离，车轮侧半轴7和减速器侧半轴6之间的运动被切断，两驱切换完成，此后辅驱电机的电流中断，传动系中除差速器中的行星和半轴齿轮转动外，其余旋转部件均停转。
如图11和图12所示，本发明的实施例中，车辆在行进过程中由两驱切换为四驱，首先辅驱电机由静止开始调速，直至车轮侧半轴7和齿套5的相对转速在一定范围内，这时驱动组件1转动，带动蜗杆201转动，蜗轮结构301随之带动转轴307和挡片303转动，挡片303又带动扭簧304将力传递到凸轮结构305上，之后凸轮结构305通过滑槽315带动滚动件404、传动轴402、拨叉401及齿套5轴向运动，车轮侧半轴7上的第二接合齿71和齿套5上的第一接合齿51接合，车轮侧半轴7和减速器侧半轴6刚性连接，此时辅驱电机输出动力，四驱切换完成。
如图13所示，本发明的实施例中，车辆在行进过程中由两驱切换为四驱时，如车轮侧半轴7上的第二接合齿71和齿套5上的第一接合齿51没有齿对槽，而是齿顶对齿顶时，此时，转轴307和挡片303随驱动组件1转动到位，扭簧304蓄力，凸轮结构305中的滑槽315的侧壁始终压紧滚动件404，整个拨叉组件4带动齿套5始终压向车轮侧半轴7，当车轮侧半轴7和减速器侧半轴6一出现相对转动时，第二接合齿71和第一接合齿51即错齿接合，车轮侧半轴7和减速器侧半轴6实现刚性连接。
本发明的实施例还提供了一种车辆，车辆包括车体和设置在上述车体上的减速器。具体地，上述车辆可以为电动车或燃油车。
从以上的描述中，可以看出，本发明上述的实施例实现了如下技术效果：通过设置与减速器侧半轴连接的拨叉，利用位于拨叉的一侧的第一传动组件和位于第一传动组件的一侧的第二传动组件来驱动拨叉移动，且蜗轮结构和凸轮结构沿转轴轴线方向布置，这样，可以避免凸轮结构因与减速器侧半轴直接连接而产生径向尺寸较大的问题，也可以使凸轮结构和蜗轮结构沿转轴的轴线方向分布，从而减小第二传动组件在径向上的尺寸，这样，可以大大降低减速器断开装置在径向的占用空间。
以上所述仅为本发明的优选实施例而已，并不用于限制本发明，对于本领域的技术人员来说，本发明可以有各种更改和变化。凡在本发明的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本发明的保护范围之内。

Claims (11)

  1. 一种减速器断开装置，其特征在于，包括：
    驱动组件(1)，设置在待安装基础上；
    第一传动组件(2)，与所述驱动组件(1)的输出轴驱动连接；
    第二传动组件(3)，所述第二传动组件(3)位于所述第一传动组件(2)的一侧，所述第二传动组件(3)包括转轴(307)以及沿所述转轴(307)的轴线方向布置的凸轮结构(305)和蜗轮结构(301)，所述蜗轮结构(301)与所述第一传动组件(2)传动连接；
    拨叉组件(4)，位于所述第二传动组件(3)的一侧，所述拨叉组件(4)包括传动轴(402)和与所述传动轴(402)固定连接的拨叉(401)，其中，所述第二传动组件(3)可转动地设置，以带动所述传动轴(402)沿自身轴向相对于所述凸轮结构(305)往复移动，以使与所述拨叉(401)连接的减速器侧半轴(6)具有与车轮侧半轴(7)断开的断开位置以及与所述车轮侧半轴(7)接合的接合位置。
  2. 根据权利要求1所述的减速器断开装置，其特征在于，所述第二传动组件(3)还包括穿设在所述转轴(307)上的第一抵接件(306)以及设置在所述凸轮结构(305)一侧的第二抵接件(3052)，所述第一抵接件(306)与第二抵接件(3052)抵接配合，以使所述转轴(307)通过所述第一抵接件(306)带动所述凸轮结构(305)沿第一预设方向转动。
  3. 根据权利要求2所述的减速器断开装置，其特征在于，所述凸轮结构(305)的朝向所述第一抵接件(306)的一侧设有凹槽(312)，所述第一抵接件(306)位于所述凹槽(312)内，所述凹槽(312)的部分侧壁形成所述第二抵接件(3052)。
  4. 根据权利要求1至3中任一项所述的减速器断开装置，其特征在于，所述蜗轮结构(301)和所述凸轮结构(305)沿所述转轴(307)的轴线方向间隔设置，所述第二传动组件(3)还包括位于所述蜗轮结构(301)和所述凸轮结构(305)之间的传动结构(313)，所述蜗轮结构(301)通过所述传动结构(313)带动所述凸轮结构(305)沿第二预设方向转动，所述第二预设方向和第一预设方向相反。
  5. 根据权利要求4所述的减速器断开装置，其特征在于，所述凸轮结构(305)上设有第一开口槽，所述传动结构(313)包括：
    挡片(303)，位于所述转轴(307)的外周，所述挡片(303)与所述蜗轮结构(301)同步转动，所述挡片(303)上设有第二开口槽(314)；
    扭簧(304)，位于所述转轴(307)的外周，所述扭簧(304)的一端位于所述第一开口槽内，所述扭簧(304)的另一端位于所述第二开口槽(314)内。
  6. 根据权利要求1至3中任一项所述的减速器断开装置，其特征在于，所述凸轮结构(305)的朝向所述拨叉(401)的一侧设有滑槽(315)，所述滑槽(315)相对于所述转轴(307)的轴线倾斜设置，所述拨叉组件(4)还包括与所述传动轴(402)连接的滑动件(43)， 部分所述滑动件(43)在所述滑槽(315)内可移动地设置，以将所述凸轮结构(305)的旋转运动转换为所述传动轴(402)和所述拨叉(401)的轴向移动。
  7. 根据权利要求6所述的减速器断开装置，其特征在于，所述滑动件(43)包括销轴(403)和位于销轴(403)的外周且相对于所述销轴(403)可转动设置的滚动件(404)，所述滚动件(404)在所述滑槽(315)内可滚动地设置。
  8. 根据权利要求1至3中任一项所述的减速器断开装置，其特征在于，所述第一传动组件(2)包括与所述驱动组件(1)的输出轴连接的蜗杆(201)，所述蜗杆(201)与所述蜗轮结构(301)配合，以使所述蜗轮结构(301)带动所述转轴(307)相对于所述待安装基础转动；或者，
    所述第二传动组件(3)还包括位于所述转轴(307)的外周的蜗轮座(302)，所述蜗轮座(302)的外周设有第一防转结构(3021)；所述蜗轮结构(301)上设有安装通孔，所述蜗轮座(302)位于所述安装通孔内，所述安装通孔的内壁面上设有第二防转结构(3011)，所述第一防转结构(3021)和所述第二防转结构(3011)卡接配合。
  9. 根据权利要求1至3中任一项所述的减速器断开装置，其特征在于，所述拨叉组件(4)还包括能够与所述待安装基础连接的定位件(8)，所述传动轴(402)上设有相连通的第一定位槽(41)和第二定位槽(42)，所述定位件(8)在所述第一定位槽(41)和所述第二定位槽(42)内可滑动地设置，当所述减速器侧半轴(6)处于所述断开位置时，所述定位件(8)与所述第一定位槽(41)配合，当所述减速器侧半轴(6)处于所述接合位置时，所述定位件(8)与所述第二定位槽(42)配合；或者，
    所述减速器断开装置还包括：
    减速器侧半轴(6)，与差速器半轴齿轮连接；
    齿套(5)，位于所述减速器侧半轴(6)的外周，所述齿套(5)的背离所述差速器半轴齿轮的一侧设有第一接合齿(51)，所述拨叉(401)位于所述齿套(5)的外周且与所述齿套(5)连接；
    车轮侧半轴(7)，与车轮连接，所述车轮侧半轴(7)的一侧设有第二接合齿(71)，所述第一接合齿(51)和所述第二接合齿(71)啮合设置。
  10. 一种减速器，其特征在于，所述减速器包括壳体(9)和设置在所述壳体(9)内的权利要求1至9中任一项所述的减速器断开装置，所述壳体(9)用于安装所述驱动组件(1)、所述第一传动组件(2)、所述转轴(307)以及所述传动轴(402)，所述壳体(9)形成所述待安装基础。
  11. 一种车辆，其特征在于，包括车体和设置在所述车体上的权利要求10所述的减速器。
PCT/CN2022/110983 2022-02-18 2022-08-08 减速器断开装置、减速器及车辆 WO2023155388A1 (zh)

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