WO2025123721A1 - 减速器及车辆 - Google Patents

减速器及车辆 Download PDF

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Publication number
WO2025123721A1
WO2025123721A1 PCT/CN2024/110732 CN2024110732W WO2025123721A1 WO 2025123721 A1 WO2025123721 A1 WO 2025123721A1 CN 2024110732 W CN2024110732 W CN 2024110732W WO 2025123721 A1 WO2025123721 A1 WO 2025123721A1
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WO
WIPO (PCT)
Prior art keywords
gear
shaft
transmission
straight
flow channel
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
PCT/CN2024/110732
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English (en)
French (fr)
Inventor
张义
付超
李欣蓓
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FAW Group Corp
Original Assignee
FAW Group Corp
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Filing date
Publication date
Application filed by FAW Group Corp filed Critical FAW Group Corp
Publication of WO2025123721A1 publication Critical patent/WO2025123721A1/zh
Anticipated expiration legal-status Critical
Pending legal-status Critical Current

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Classifications

    • 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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears
    • 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
    • F16H—GEARING
    • F16H48/00—Differential gearings
    • F16H48/38—Constructional details
    • 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
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/042—Guidance of lubricant
    • F16H57/043—Guidance of lubricant within rotary parts, e.g. axial channels or radial openings in shafts
    • 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
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/32—Gear shift yokes, e.g. shift forks

Definitions

  • the present application relates to the technical field of reducers, and in particular to a reducer and a vehicle.
  • two-speed transmissions can optimize the motor's operating state, reduce the motor's output torque, reduce the motor's size and cost, and have better high-speed performance, which will become a trend.
  • the existing two-speed reducer does not fully consider the lubrication of the high-torque differential, which can easily cause poor lubrication of the differential and reduce its life.
  • the planetary gears of the differential may even sinter, which can lead to failure of the differential assembly and make it impossible for the vehicle to perform differential speed on both sides of the wheel.
  • the purpose of the present application is to provide a reducer and a vehicle, so as to solve to a certain extent the technical problem that the two-speed reducer in the prior art does not give sufficient consideration to the lubrication of the large torque differential, which may easily cause poor lubrication of the differential and reduce its service life.
  • the planetary gears of the differential may even sinter, thereby causing the differential assembly to fail and making it impossible for the entire vehicle to perform differential speed on both sides of the wheels.
  • a speed reducer comprising a differential assembly and a housing, wherein the differential assembly comprises a planetary gear, a straight shaft and a half-shaft gear, wherein the planetary gear is sleeved on the outer side of the straight shaft, and the half-shaft gear is arranged on one side of the straight shaft and meshes with the planetary gear;
  • a lubricating fluid flow channel is provided in the straight shaft, and an oil outlet communicating with the lubricating fluid flow channel is provided at the connection between the planetary gear and the straight shaft;
  • the housing is provided with an oil circuit inlet, and the lubricating fluid flow channel is communicated with the oil circuit inlet.
  • the differential assembly also includes a transmission housing portion, the straight shaft is fixedly arranged in the transmission housing portion, a portion of the transmission housing portion is embedded in the housing, an annular flow channel is arranged on the outer side of the portion of the transmission housing portion embedded in the housing, the annular flow channel is coaxially arranged with the half-shaft gear, and the lubricating fluid flow channel and the oil circuit inlet are connected via the annular flow channel.
  • the differential assembly further comprises at least two sealing rings, wherein the sealing rings are arranged between the transmission housing portion and the housing, and the sealing rings are arranged on both sides of the annular flow channel in the axial direction of the side gear.
  • the straight shaft includes a positioning pin hole and an oil inlet hole, and the positioning pin hole and the oil inlet hole are respectively The two ends of the straight shaft in the axial direction are arranged, and the positioning pin hole and the oil inlet hole are symmetrically arranged about the axis of the half-shaft gear;
  • the straight shaft is pin-connected with the transmission housing via the positioning pin hole, and the straight shaft is communicated with the annular flow channel via the oil inlet hole.
  • the lubricating fluid flow channel includes a connecting portion and an outflow portion that are connected to each other, the connecting portion extends along the axial direction of the straight shaft, the outflow portion extends along the radial direction of the straight shaft, and the opening formed by the outflow portion on the surface of the straight shaft is the oil circuit outlet.
  • a side surface of the straight shaft is provided with a notch, and the notch is provided corresponding to the oil outlet, so that each of the oil outlets is provided in the notch.
  • the differential assembly includes two planetary gears, the two planetary gears are symmetrically arranged about the axis of the side gear, and the outflow portion is arranged corresponding to the planetary gears.
  • it also includes a shift execution assembly, a synchronizer, an input shaft, a first gear gear and a second gear gear, wherein the first gear gear, the synchronizer and the second gear gear are all sleeved on the input shaft, and the three are arranged in sequence along the axis direction of the input shaft;
  • the shift execution assembly includes a shift driving portion and a fork portion which are transmission-connected to each other, the fork portion is arranged parallel to the input shaft, and the fork portion is transmission-connected to the synchronizer to drive the synchronizer to move along the input shaft.
  • the shift execution assembly further includes a driving gear and an idler gear, the driving gear is coaxially arranged with the shift driving portion, and the shift fork portion is provided with a transmission tooth capable of meshing with the idler gear.
  • the fork portion is a ball screw fork.
  • an intermediate shaft assembly which is arranged between the input shaft and the differential assembly, and the first gear or the second gear is transmission-connected to the transmission housing via the intermediate shaft assembly.
  • the transmission housing portion includes a housing body and a transmission ring gear, the transmission ring gear is arranged on the outside of the housing body, and the transmission ring gear is coaxially arranged with the half-shaft gear, and the transmission housing portion is transmission-connected to the intermediate shaft assembly via the transmission ring gear.
  • a vehicle comprising a reducer as described in any of the above technical solutions, and thus having all the beneficial technical effects of the reducer, which will not be described in detail herein.
  • the reducer provided in the present application is provided with a lubricating fluid flow channel on the straight shaft, an oil circuit inlet on the housing, and an oil circuit outlet at the connection between the planetary gear and the straight shaft, and the lubricating fluid flow channel is connected to the oil circuit inlet and the oil circuit outlet respectively.
  • the lubricating fluid can enter the differential assembly through the lubricating fluid flow channel and the oil circuit inlet in sequence to lubricate the planetary gears of the differential assembly, effectively improving the lubrication effect of the differential assembly, thereby improving the service life of the differential assembly, and effectively avoiding the sintering of the planetary gears of the differential assembly.
  • the reducer provided by this scheme can achieve a CLTC (China Light-duty Vehicle Test Cycle) comprehensive efficiency of 98% through the above-mentioned lubrication means.
  • FIG1 is a schematic cross-sectional view of a reducer provided in an embodiment of the present application.
  • FIG2 is a schematic cross-sectional view of a differential assembly according to an embodiment of the present application.
  • FIG3 is a schematic diagram of the isometric structure of a straight shaft provided in an embodiment of the present application.
  • FIG4 is a schematic diagram of the internal axonometric structure of a reducer provided in an embodiment of the present application.
  • FIG5 is an enlarged schematic diagram of the structure of the reducer provided in FIG4 at position A;
  • FIG6 is another schematic diagram of the internal axonometric structure of the reducer provided in an embodiment of the present application.
  • FIG7 is a schematic side view of the structure of a reducer provided in an embodiment of the present application.
  • Fig. 8 is a schematic diagram of the cross-sectional structure obtained by cutting the reducer provided in Fig. 7 along the B-B direction.
  • the terms “installed”, “connected”, and “connected” should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components.
  • installed should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components.
  • an embodiment of the first aspect of the present application provides a speed reducer, which includes a differential assembly and a housing 2.
  • the differential assembly includes a planetary gear 13, a straight shaft 11, and a half-shaft gear 14.
  • the planetary gear 13 is sleeved on the outside of the straight shaft 11.
  • the half-shaft gear 14 is arranged on both sides of the straight shaft 11 and meshes with the planetary gear 13.
  • a lubricating fluid flow channel 12 is arranged in the straight shaft 11, and an oil path outlet 124 communicating with the lubricating fluid flow channel 12 is arranged at the connection between the planetary gear 13 and the straight shaft 11.
  • the housing 2 is provided with an oil path inlet 221, and the lubricating fluid flow channel 12 is communicated with the oil path inlet 221.
  • a lubricating fluid flow channel 12 is provided on the straight shaft 11, 2 is provided with an oil circuit inlet 221, and an oil circuit outlet 124 is provided at the connection between the planetary gear 13 and the straight shaft 11, and the lubricating fluid flow channel 12 is connected with the oil circuit inlet 221 and the oil circuit outlet 124 respectively, so that the lubricating fluid can enter the differential assembly through the lubricating fluid flow channel 12 and the oil circuit inlet 221 in sequence through the oil circuit inlet 221 on the housing 2, so as to lubricate the planetary gear 13 of the differential assembly, effectively improving the lubrication effect of the differential assembly, thereby improving the service life of the differential assembly, and effectively avoiding the planetary gear 13 of the differential assembly from even sintering.
  • the reducer provided by this scheme can achieve a CLTC (China Light-duty Vehicle Test Cycle) comprehensive efficiency of 98% through the above lubrication means.
  • the differential assembly generally includes two side gears 14, which are respectively arranged on both sides of the straight shaft 11 and respectively mesh with the planetary gears 13 to achieve differential power output of the left and right half shafts.
  • the axes of the two side gears 14 coincide with each other.
  • the above-mentioned housing 2 may include a front shell 21 and a rear shell 22, which are engaged with each other to form an accommodation space, and the above-mentioned differential assembly, the following shift execution assembly, the synchronizer 34, the input shaft 4, the first gear gear 5 and the second gear gear 6 are all arranged in the accommodation space.
  • the oil passage inlet 221 may be disposed on the rear housing 22 .
  • the differential assembly may further include a transmission housing 15, in which the above-mentioned straight shaft 11 is fixedly arranged, and part of the transmission housing 15 is embedded in the housing 2.
  • An annular flow channel 16 is arranged on the outer side of the part of the transmission housing 15 embedded in the housing 2.
  • the annular flow channel 16 is coaxially arranged with the half-shaft gear 14, and the lubricating fluid flow channel 12 and the oil circuit inlet 221 are connected via the annular flow channel 16.
  • part of the transmission shell 15 is embedded in the housing 2 , which can be understood as a groove that can accommodate the part of the transmission shell 15 embedded in the housing 2 , so as to ensure the compactness of the reducer structure.
  • the transmission housing 15 may include a housing body 151 and a transmission ring gear 152, and the transmission ring gear 152 is arranged outside the housing body 151 to realize the power transmission of the differential assembly.
  • the housing body 151 may form a receiving space, and the side gears 14, the planetary gears 13 and the straight shaft 11 may be arranged in the receiving space to provide a stable and independent space for the transmission of the differential assembly.
  • the shell body 151 may be cylindrical, and the axis of the shell body 151 may coincide with the axis of the side gear 14.
  • the transmission gear ring 152 may be sleeved on the outer side of the shell body 151. In other words, the transmission gear ring 152 may also be coaxially arranged with the side gear 14.
  • the transmission gear ring 152 and the shell body 151 are detachably connected to ensure the replaceability and maintainability of the transmission gear ring 152 and the shell body 151, effectively reducing maintenance costs.
  • the outer side of the shell body 151 may be provided with a flange, and the transmission gear ring 152 may be bolted to the flange.
  • the annular flow channel 16 may be disposed at one end of the shell body 151 close to the rear shell 22, and the annular flow channel 16 may be an annular groove surrounding the outer side of the shell body 151.
  • the annular flow channel 16 is not limited to the form of an annular groove, as long as an annular passage for the lubricating liquid to flow into the injection flow channel 1511 described below can be provided on the outer side of the shell body 151.
  • the annular flow channel 16 may also be formed by two annular protrusions arranged side by side on the outer side of the shell body 151.
  • the differential assembly also includes at least two sealing rings 17, which are arranged between the transmission housing portion 15 and the housing 2, and the sealing rings 17 are arranged on both sides of the annular flow channel 16 in the axial direction of the half-shaft gear 14 to prevent the lubricating fluid in the annular oil channel from leaking from the annular flow channel 16, thereby ensuring the sealing of the annular flow channel 16.
  • the transmission housing 15 is provided with an injection channel 1511 , one end of which is communicated with the annular channel 16 , and the other end of which is communicated with the oil inlet hole 123 .
  • the straight shaft 11 is perpendicular to the side gear 14
  • the one end of the straight shaft 11 is provided with a positioning pin hole 125 penetrating the straight shaft 11 in the direction of the axis of the side gear 14.
  • the differential assembly may further include a fixing pin 18, which penetrates the positioning pin hole 125 and is clamped in the shell body 151 to achieve a fixed connection between the straight shaft 11 and the shell body 151.
  • the straight shaft 11 may include an oil inlet hole 123 , and the oil inlet hole 123 may be communicated with the injection channel 1511 and the lubricating liquid channel 12 , respectively.
  • the oil inlet hole 123 and the positioning pin hole 125 can be respectively arranged at both ends of the axis direction of the straight shaft 11, and the positioning pin hole 125 and the oil inlet hole 123 can be symmetrically arranged about the axis of the half-shaft gear 14 to ensure the rotation stability of the straight shaft 11 and avoid the straight shaft 11 being overweight on one side during the rotation process around the axis of the half-shaft gear 14, causing the straight shaft 11 to shift, thereby affecting the meshing of the planetary gear 13 and the half-shaft gear 14.
  • the differential assembly may include two planetary gears 13, which are symmetrically arranged about the axis of the half-shaft gear 14. This not only improves the stability of the power transmission of the two half-shaft gears 14, but also further ensures the rotational stability of the straight-axis 11, thereby preventing the straight-axis 11 from being overweight on one side during the rotation about the axis of the half-shaft gear 14.
  • the lubricating fluid flow channel 12 may include a connecting portion 121 and an outflow portion 122 that are connected to each other.
  • the connecting portion 121 extends along the axial direction of the straight shaft 11, and the outflow portion 122 extends along the radial direction of the straight shaft 11.
  • the opening formed by the outflow portion 122 on the surface of the straight shaft 11 is the above-mentioned oil path outlet 124.
  • the outflow portion 122 may penetrate the straight shaft 11 along the radial direction of the straight shaft 11.
  • each of the outflow portions 122 may form two oil outlets 124 opposite to each other on the straight shaft 11, which not only effectively improves the outflow efficiency of the lubricating liquid, but also improves the uniformity of the circumferential distribution of the lubricating liquid along the straight shaft 11, further improving the lubrication effect of the differential assembly.
  • the outflow portion 122 can be provided corresponding to both the planetary gears 13. As shown in Figs. 1 to 3, an example in which the number of the planetary gears 13 is two is shown, and correspondingly, the portions of the straight shaft 11 connected to the two planetary gears 13 can both be provided with the outflow portion 122.
  • a notch 111 is provided on the side of the straight shaft 11, and the notch 111 is provided corresponding to the oil outlet 124, so that each oil outlet 124 is provided in the notch 111.
  • the notch 111 forms a gap at the connection between the straight shaft 11 and the planetary gear 13, so that the lubricating fluid can flow out from the connection between the straight shaft 11 and the planetary gear 13.
  • the defective portion 111 can extend from the connection between the straight shaft 11 and the planetary gear 13 to the side where the axis of the half-shaft gear 14 is located, and the defective portion 111 extends to the side where the axis of the half-shaft gear 14 is located to an end beyond the planetary gear 13 and close to the axis of the half-shaft gear 14. In this way, the lubricating fluid can be effectively guided to the half-shaft gear 14, further improving the lubrication effect.
  • the present invention is not limited thereto, and as long as the oil outlets can be arranged in the missing parts, multiple oil outlets can be arranged in one missing part, which is not shown in the figure, for example, the missing part can also be an annular groove arranged in the circumferential direction of the straight shaft.
  • the cross-sectional area of the straight shaft 11 is 10 to 20 times the area of the pattern formed by the connecting portion 121. In this way, not only the bending strength of the straight shaft 11 can be guaranteed, but also the flow rate of the lubricating liquid can be guaranteed.
  • the above-mentioned speed reducer may further include a shift execution assembly, The synchronizer 34, the input shaft 4, the first gear 5 and the second gear 6.
  • the first gear 5, the synchronizer 34 and the second gear 6 are all sleeved on the input shaft 4, and the three are arranged in sequence along the axial direction of the input shaft 4.
  • the shift execution assembly is connected to the synchronizer 34 in a transmission manner to control the synchronizer 34 to dock with the first gear 5 or the second gear 6.
  • the synchronizer 34 is arranged on the input shaft 4, which can reduce the inertia during synchronization, improve the service life of the synchronizer 34, facilitate the arrangement of the transmission structure of the reducer, and effectively reduce the height of the reducer.
  • the synchronizer 34 is directly arranged between the first gear 5 and the second gear 6, which can effectively shorten the size of the reducer in the axial direction of the input shaft 4, making the structure of the reducer compact.
  • both ends of the input shaft 4 may be disposed on the front housing 21 and the rear housing 22 via bearings, respectively, which not only ensures the rotatability of the input shaft 4 but also further ensures the compactness between the input shaft 4 and the housing 2 .
  • the above-mentioned shift execution assembly may include a shift driving part 31 and a fork part 33 that are transmission-connected to each other, the fork part 33 is arranged parallel to the input shaft 4, and the fork part 33 is transmission-connected to the synchronizer 34 to drive the synchronizer 34 to move along the input shaft 4 to achieve the switching of the synchronizer 34 between the first gear 5 and the second gear 6.
  • the first gear gear 5 and the second gear gear 6 are both rotatably sleeved on the outer side of the input shaft 4 (that is, the first gear gear 5 and the second gear gear 6 can freely rotate relative to the input shaft 4 in the circumferential direction of the input shaft 4).
  • a spline extending along the axial direction of the input shaft 4 can be provided between the synchronizer 34 and the input shaft 4, so that the synchronizer 34 and the input shaft 4 can be slidably connected in the axial direction of the input shaft 4, and the synchronizer 34 and the input shaft 4 can be relatively fixed in the circumferential direction of the input shaft 4.
  • the input shaft 4 drives the synchronizer 34 to rotate
  • the fork portion 33 drives the synchronizer 34 to slide along the input shaft 4, and docks with the first gear gear 5.
  • the first gear gear 5 and the synchronizer 34 are clamped and fixed, and the first gear gear 5 rotates under the drive of the synchronizer 34, so that the first gear gear 5 drives the first gear 71 of the intermediate shaft 70 described below to rotate, and then the intermediate gear 73 drives the transmission ring gear 152 to rotate, so as to transmit power to the differential assembly.
  • the operation process and principle of shifting into second gear are similar to those of shifting into first gear and will not be elaborated herein.
  • the ball screw fork may be provided with a transmission tooth 331 , and the shift driving unit 31 may be transmission-connected to the transmission tooth 331 .
  • the power is transmitted between the ball screw fork and the shift drive unit 31 through two-stage gears, which can effectively amplify the torque of the shift drive unit 31;
  • the size of the shift execution assembly can be effectively reduced, the space of the reducer can be further compressed, and the structural compactness of the reducer can be improved;
  • the reducer structure can be flexibly designed by adjusting the idler gear 322 and the center distance, so that the structure of the reducer can adapt to different structural space sizes and has layout flexibility.
  • the gear shift driving unit 31 may be a rotating motor, and the rotating motor may be embedded in the front housing 21 to further improve the compactness of the reducer.
  • the above-mentioned reducer may further include an intermediate shaft assembly 7, which is arranged between the input shaft 4 and the differential assembly.
  • the synchronizer 34 is connected to the transmission housing 15 via the intermediate shaft assembly 7. In this way, the shaft system of the reducer is more evenly stressed, which is beneficial to improving the life of the reducer.
  • the intermediate shaft assembly 7 may further include a first gear 71 and a second gear 72, both of which are sleeved on the intermediate shaft 70 and are respectively arranged on both sides of the intermediate gear 73, wherein the first gear 5 is meshed with the first gear 71, and when the synchronizer 34 is connected with the first gear 5, the first gear 5 drives the first gear 71 to rotate, thereby driving the intermediate shaft 70 to rotate, thereby driving the intermediate gear 73 to drive the transmission ring gear 152 to rotate at the first gear speed.
  • the first gear 71 , the second gear 72 and the intermediate gear 73 can all be relatively fixed relative to the input shaft 4 in the circumferential direction of the input shaft 4 to facilitate power transmission of the intermediate shaft assembly 7 .
  • the embodiment of the second aspect of the present application also provides a vehicle, including the reducer described in any of the above embodiments, and thus has all the beneficial technical effects of the reducer, which will not be repeated here.
  • the vehicle may be an electric vehicle.

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  • General Engineering & Computer Science (AREA)
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  • General Details Of Gearings (AREA)

Abstract

本申请涉及减速器技术领域，尤其是涉及一种减速器及车辆，减速器包括差速器总成和壳体，该差速器总成包括行星齿轮、一字轴和半轴齿轮，行星齿轮套设于一字轴的外侧，半轴齿轮设置于一字轴的一侧，且分别与行星齿轮啮合。其中，一字轴内设置有润滑液流道，行星齿轮与一字轴两者的连接处设置有与润滑液流道连通的油路出口。壳体设置有油路进口，润滑液流道与油路进口连通。根据本申请提供的减速器及车辆，有效地提高了差速器总成的润滑效果，进而提高了差速器总成的使用寿命，有效避免了差速器总成的行星齿轮因润滑不良而可能导致的烧结现象。

Description

减速器及车辆
相关申请的交叉引用
本申请要求于2023年12月14日提交中国专利局的申请号为CN202311715250.9、名称为“减速器及车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及减速器技术领域，具体而言，涉及一种减速器及车辆。
背景技术
随着电动汽车的长足发展，为应对未来整车和电驱系统多样化需求，减速器需要更多突破性、创新性的新构型。现今市场上的纯电动汽车减速器大部分为单挡减速器。单挡减速方案采用固定的变速传动比，通常无法同时兼顾纯电动汽车的动力性和经济性。单一速比设计，低速起步加速性、高速巡航速度以及爬坡性能无法同时兼顾。同时高速巡航的经济性表现不佳，高速段电耗较大。
从长期来看，二挡变速器能够优化电机运行状态，减小电机输出扭矩，降低电机体积和成本，且高速性表现更好，将成为趋势。然而，现有两挡减速器对于大扭矩差速器的润滑考虑不充分，容易造成差速器润滑不良导致寿命降低，车辆在极端差速工况下，差速器的行星齿轮甚至会出现烧结现象，进而导致差速器总成失效，使得整车无法进行两侧车轮差速的情况。
此外，现今的两挡减速器换挡执行机构集成度低，占用空间大。
申请内容
本申请的目的在于提供一种减速器及车辆，以在一定程度上解决现有技术中存在的两挡减速器对于大扭矩差速器的润滑考虑不充分，容易造成差速器润滑不良导致寿命降低，车辆在极端差速工况下，差速器的行星齿轮甚至会出现烧结现象，进而导致差速器总成失效，使得整车无法进行两侧车轮差速的情况的技术问题。
根据本申请的第一方面提供一种减速器，包括差速器总成和壳体，所述差速器总成包括行星齿轮、一字轴和半轴齿轮，所述行星齿轮套设于所述一字轴的外侧，所述半轴齿轮设置于所述一字轴的一侧，且与所述行星齿轮啮合；
所述一字轴内设置有润滑液流道，所述行星齿轮与所述一字轴两者的连接处设置有与所述润滑液流道连通的油路出口；
所述壳体设置有油路进口，所述润滑液流道与所述油路进口连通。
进一步地，所述差速器总成还包括传动壳部，所述一字轴固定设置于所述传动壳部内，所述传动壳部的部分嵌设于所述壳体，嵌设于所述壳体的传动壳部的部分的外侧设置有环形流道，所述环形流道与所述半轴齿轮同轴设置，所述润滑液流道和所述油路进口两者经由所述环形流道连通。
进一步地，所述差速器总成还包括至少两个密封环，所述密封环设置于所述传动壳部与所述壳体之间，且所述密封环设置于所述环形流道的在所述半轴齿轮的轴线方向上的两侧。
进一步地，所述一字轴包括定位销孔和进油孔，所述定位销孔和所述进油孔分别设 置于所述一字轴的轴线方向上的两端，所述定位销孔和所述进油孔两者关于所述半轴齿轮的轴线对称设置；
所述一字轴经由所述定位销孔与所述传动壳部销接，所述一字轴经由所述进油孔与所述环形流道连通。
进一步地，所述润滑液流道包括彼此连通的连接部和流出部，所述连接部沿所述一字轴的轴线方向延伸，所述流出部沿所述一字轴的径向方向延伸，所述流出部在所述一字轴的表面形成的开口即为所述油路出口。
进一步地，所述一字轴的侧面设置有欠缺部，所述欠缺部与所述油路出口对应设置，使得每一所述油路出口均设置于所述欠缺部内。
进一步地，在任一垂直于所述一字轴的轴线方向的截面上，所述一字轴的横截面面积是所述连接部形成的图形的面积10～20倍。
进一步地，所述差速器总成包括两个所述行星齿轮，两个所述行星齿轮关于所述半轴齿轮的轴线对称设置，所述流出部与所述行星齿轮对应设置。
进一步地，还包括换挡执行总成、同步器、输入轴、一挡齿轮和二挡齿轮，所述一挡齿轮、所述同步器和所述二挡齿轮三者均套设于所述输入轴，且三者沿所述输入轴的轴线方向依次设置；
所述换挡执行总成与所述同步器传动连接，以控制所述同步器与所述一挡齿轮或者与所述二挡齿轮对接。
进一步地，所述换挡执行总成包括彼此传动连接的换挡驱动部和拨叉部，所述拨叉部平行于所述输入轴设置，所述拨叉部与所述同步器传动连接，以驱动所述同步器沿所述输入轴移动。
进一步地，所述换挡执行总成还包括主动齿轮和惰轮，所述主动齿轮与所述换挡驱动部同轴设置，所述拨叉部设置有能够与所述惰轮啮合的传动齿。
进一步地，所述拨叉部为滚珠丝杠拨叉。
进一步地，还包括中间轴总成，所述中间轴总成设置于所述输入轴与所述差速器总成两者之间，所述一挡齿轮或者所述二挡齿轮经由所述中间轴总成与所述传动壳部传动连接。
进一步地，所述传动壳部包括壳本体和传动齿圈，所述传动齿圈设置于所述壳本体的外侧，且所述传动齿圈与所述半轴齿轮同轴设置，所述传动壳部经由所述传动齿圈与所述中间轴总成传动连接。
根据本申请的第二方面提供一种车辆，包括上述任一技术方案所述的减速器，因而，具有该减速器的全部有益技术效果，在此，不再赘述。
与现有技术相比，本申请的有益效果为：
本申请提供的减速器，通过在一字轴上设置润滑液流道，在壳体上设置油路进口，以及在行星齿轮与一字轴两者的连接处设置油路出口，并使得润滑液流道分别与油路进口和油路出口连通，如此，通过壳体上的油路进口，便能够将润滑液依次经由润滑液流道和油路进口进入差速器总成内，以对差速器总成的行星齿轮进行润滑，有效地提高了差速器总成的润滑效果，进而提高了差速器总成的使用寿命，有效避免了差速器总成的行星齿轮甚至会出现烧结现象。经过计算，本方案提供的减速器通过上述润滑手段可以达到98％的CLTC(全称为China Light-duty Vehicle Test Cycle)综合效率。
为使本申请的上述目的、特征和优点能更明显易懂，下文特举较佳实施例，并配合所附附图，作详细说明如下。
附图说明
为了更清楚地说明本申请具体实施方式或现有技术中的技术方案，下面将对具体实 施方式或现有技术描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图是本申请的一些实施方式，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1为本申请实施例提供的减速器的剖切结构示意图；
图2为本申请实施例提供的差速器总成的剖切结构示意图；
图3为本申请实施例提供的一字轴的轴测结构示意图；
图4为本申请实施例提供的减速器的内部轴测结构示意图；
图5为图4提供的减速器在A处的放大结构示意图；
图6为本申请实施例提供的减速器的又一内部轴测结构示意图；
图7为本申请实施例提供的减速器的侧视结构示意图；
图8为图7提供的减速器沿B-B方向剖切的获得的剖切结构示意图。
附图标记：
11-一字轴；111-欠缺部；12-润滑液流道；121-连接部；122-流出部；123-进油孔；
124-油路出口；125-定位销孔；13-行星齿轮；14-半轴齿轮；15-传动壳部；151-壳本体；1511-注液流道；152-传动齿圈；16-环形流道；17-密封环；18-固定销；2-壳体；21-前壳；22-后壳；221-油路进口；31-换挡驱动部；321-主动齿轮；322-惰轮；33-拨叉部；331-传动齿；34-同步器；4-输入轴；5-一挡齿轮；6-二挡齿轮；7-中间轴总成；70-中间轴；71-第一齿轮；72-第二齿轮；73-中间齿轮。
具体实施方式
下面将结合附图对本申请的技术方案进行清楚、完整地描述，显然，所描述的实施例是本申请一部分实施例，而不是全部的实施例。
通常在此处附图中描述和显示出的本申请实施例的组件可以以各种不同的配置来布置和设计。因此，以下对在附图中提供的本申请的实施例的详细描述并非旨在限制要求保护的本申请的范围，而是仅仅表示本申请的选定实施例。
基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本申请保护的范围。
在本申请的描述中，需要说明的是，术语“中心”、“上”、“下”、“左”、“右”、“竖直”、“水平”、“内”、“外”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。此外，术语“第一”、“第二”、“第三”仅用于描述目的，而不能理解为指示或暗示相对重要性。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体含义。
下面参照图1至图8描述根据本申请一些实施例所述的减速器及车辆。
参见图1至图8所示，本申请第一方面的实施例提供了一种减速器，其包括差速器总成和壳体2，该差速器总成包括行星齿轮13、一字轴11和半轴齿轮14，行星齿轮13套设于一字轴11的外侧，半轴齿轮14设置于一字轴11的两侧，且与行星齿轮13啮合。其中，一字轴11内设置有润滑液流道12，行星齿轮13与一字轴11两者的连接处设置有与润滑液流道12连通的油路出口124。壳体2设置有油路进口221，润滑液流道12与油路进口221连通。
根据上述技术特征提供的减速器，通过在一字轴11上设置润滑液流道12，在壳体 2上设置油路进口221，以及在行星齿轮13与一字轴11两者的连接处设置油路出口124，并使得润滑液流道12分别与油路进口221和油路出口124连通，如此，通过壳体2上的油路进口221，便能够将润滑液依次经由润滑液流道12和油路进口221进入差速器总成内，以对差速器总成的行星齿轮13进行润滑，有效地提高了差速器总成的润滑效果，进而提高了差速器总成的使用寿命，有效避免了差速器总成的行星齿轮13甚至会出现烧结现象。经过计算，本方案提供的减速器通过上述润滑手段可以达到98％的CLTC(全称为China Light-dutyVehicle Test Cycle)综合效率。
优选地，如图1和图2所示，上述差速器总成通常包括两个半轴齿轮14，两个半轴齿轮14分别设置于一字轴11的两侧，且分别与行星齿轮13啮合，以实现左半轴和右半轴的差速动力输出。其中，两个半轴齿轮14的轴线彼此重合。
可选地，如图7和图8所示，上述壳体2可以包括前壳21和后壳22，该前壳21和后壳22两者彼此扣合形成安置空间，上述差速器总成、下述换挡执行总成、同步器34、输入轴4、一挡齿轮5和二挡齿轮6等均设置于该安置空间内。
优选地，如图7所示，上述油路进口221可以设置于上述后壳22。
优选地，如图1、图2、图4至图6所示，差速器总成还可以包括传动壳部15，上述一字轴11固定设置于该传动壳部15内，传动壳部15的部分嵌设于壳体2，嵌设于壳体2的传动壳部15的部分的外侧设置有环形流道16，环形流道16与半轴齿轮14同轴设置，润滑液流道12和油路进口221两者经由环形流道16连通，如此，传动壳部15在下述中间轴总成7的驱动下旋转时，环形流道16始终有部分与上述油路进口221对接，以便于固定设置于后壳22的油路进口221与旋转的传动壳部15始终连通。
需要说明的是，上述传动壳部15的部分嵌设于壳体2，可以理解为壳体2上设置有能够容纳该嵌设于壳体2的传动壳部15的部分的凹槽，以保证减速器的结构紧凑性。
优选地，如图1、图2、图4至图6所示，上述传动壳部15可以包括壳本体151和传动齿圈152，传动齿圈152设置于壳本体151的外侧，以实现差速器总成的动力输送。该壳本体151可以形成容纳空间，上述半轴齿轮14、行星齿轮13和一字轴11可以设置于该容纳空间内，以为差速器总成的传动提供稳定独立的空间。
优选地，如图5和图6所示，上述壳本体151可以呈圆筒状，该壳本体151的轴线可以与上述半轴齿轮14的轴线重合。对应地，如图6所示，传动齿圈152可以套设于壳本体151的外侧，换而言之，该传动齿圈152也可以与半轴齿轮14同轴设置。
可选地，传动齿圈152与壳本体151两者可拆卸连接，以保证传动齿圈152与壳本体151两者的可更换性和可维修性，有效降低维护成本。例如，如图1和图2所示，上述壳本体151的外侧可以设置有法兰盘，上述传动齿圈152可以与该法兰盘栓接。
可选地，如图2所示，上述环形流道16可以设置于上述壳本体151的靠近后壳22的一端，该环形流道16可以是环绕该壳本体151外侧一周的环形凹槽。然而不限于此，上述环形流道16并不局限于环形凹槽的形式，只要能够保证在壳本体151的外侧设置环状的供润滑液流入下述注液流道1511的环形通路即可，例如上述环形流道16还可以是由并排设置于壳本体151外侧的两个环形凸起围设形成。
优选地，如图1和图2所示，差速器总成还包括至少两个密封环17，密封环17设置于传动壳部15与壳体2之间，且密封环17设置于环形流道16的在半轴齿轮14的轴线方向上的两侧，以避免环形油道内的润滑液自环形流道16渗出，保证环形流道16的密封性。
优选地，如图2和图5所示，上述传动壳部15设置有注液流道1511，该注液流道1511的一端与上述环形流道16连通，注液流道1511的另一端与进油孔123连通。
在实施例中，如图1和图2所示，优选地，上述一字轴11垂直于上述半轴齿轮14 的轴线的方向设置。该一字轴11的一端设置有在半轴齿轮14的轴线的方向上贯穿该一字轴11的定位销孔125。上述差速器总成还可以包括固定销18，该固定销18贯穿该定位销孔125并卡设于壳本体151，以实现一字轴11与壳本体151两者的固定连接。
优选地，如图1至图3所示，上述一字轴11可以包括进油孔123，该进油孔123可以分别与上述注液流道1511和润滑液流道12连通。
优选地，如图1至图3所示，进油孔123和定位销孔125可以分别设置于所述一字轴11的轴线方向上的两端，且定位销孔125和进油孔123两者可以关于半轴齿轮14的轴线对称设置，以保证一字轴11的旋转稳定性，避免一字轴11在以半轴齿轮14的轴线为轴旋转的过程中一侧偏重，使得一字轴11发生错动，进而影响行星齿轮13与半轴齿轮14两者的啮合。
进一步地，如图1和图2所示，差速器总成可以包括两个行星齿轮13，两个行星齿轮13关于半轴齿轮14的轴线对称设置，如此，不但提高两个半轴齿轮14的动力传动的稳定性，而且进一步保证了一字轴11的旋转稳定性，避免一字轴11在以半轴齿轮14的轴线为轴旋转的过程中一侧偏重。
优选地，如图1至图3所示，润滑液流道12可以包括彼此连通的连接部121和流出部122。其中，连接部121沿一字轴11的轴线方向延伸，流出部122沿一字轴11的径向方向延伸，流出部122在一字轴11表面形成的开口即为上述油路出口124。
优选地，如图1和图2所示，流出部122可以沿一字轴11的径向方向贯穿一字轴11，换而言之，上述每一个流出部122可以在一字轴11上形成两个彼此相对的油路出口124，不仅有效地提高润滑液的流出效率，而且提高润滑液沿一字轴11周向分布的均匀性，进一步提高了差速器总成的润滑效果。
需要说明的，上述图1至图3示出了在行星齿轮13与一字轴11两者的连接处仅设置一个流出部122的示例，然而不限于此，只要能够保证一字轴11的抗弯强度，在行星齿轮13与一字轴11两者的连接处可以设置多个流出部122，该多个流出部122可以沿一字轴11的周向均布。
对应地，上述流出部122可以与上述行星齿轮13两者对应设置。如图1至图3所示，示出了行星齿轮13的数量为两个的示例，对应地，一字轴11的与两个行星齿轮13连接的部分可以均设置有该流出部122。
优选地，如图1至图3所示，一字轴11的侧面设置有欠缺部111，欠缺部111与油路出口124对应设置，使得每一油路出口124均设置于欠缺部111内，如此，该欠缺部111使得一字轴11与行星齿轮13两者的连接处形成间隙，以便于润滑液自一字轴11与行星齿轮13两者的连接处流出。
优选地，如图1所示，上述欠缺部111可以自一字轴11与行星齿轮13两者的连接处向半轴齿轮14的轴线所在的一侧延伸，且该欠缺部111向半轴齿轮14的轴线所在的一侧延伸至超出行星齿轮13的靠近半轴齿轮14的轴线的一端，如此，能够有效地将润滑液导向半轴齿轮14，进一步提高润滑效果。
参见图3示出了欠缺部111与油路出口124的数量一一对应的示例，欠缺部111形成沿一字轴11的轴向方向延伸的导槽。然而不限于此，只要能够将油路出口均设置于该欠缺部内，图中未示出，一个欠缺部内还可以设置多个油路出口，例如，欠缺部还可以是沿一字轴周向设置一周的环槽。
优选地，在垂直于一字轴11的轴线方向的截面上，一字轴11的横截面面积是连接部121形成的图形的面积10～20倍，如此，不但能够保证一字轴11的抗弯强度，而且能够保证润滑液的流量。
在实施例中，如图1、图4和图6所示，上述减速器还可以包括换挡执行总成、同 步器34、输入轴4、一挡齿轮5和二挡齿轮6。其中，一挡齿轮5、同步器34和二挡齿轮6三者均套设于输入轴4，且三者沿输入轴4的轴线方向依次设置。换挡执行总成与同步器34传动连接，以控制同步器34与一挡齿轮5或者与二挡齿轮6对接。如此，同步器34布置在输入轴4上，可以降低同步时的惯量，提高同步器34的寿命，便于减速器的传动结构的布置，有效地降低了减速器的高度，并且，同步器34直接设置于一挡齿轮5和二挡齿轮6之间，可以有效缩短减速器在输入轴4轴线方向上的尺寸，使得减速器的结构紧凑。
优选地，如图1所示，输入轴4的两端可以分别经由轴承设置于前壳21和后壳22，不仅保证输入轴4的可旋转性，而且进一步保证了输入轴4与壳体2之间的紧凑性。
优选地，如图1和图6所示，上述换挡执行总成可以包括彼此传动连接的换挡驱动部31和拨叉部33，拨叉部33平行于输入轴4设置，拨叉部33与同步器34传动连接，以驱动同步器34沿输入轴4移动，实现同步器34在一挡齿轮5和二挡齿轮6之间的切换。
可选地，一挡齿轮5和二挡齿轮6两者可旋转地套设于输入轴4的外侧(即，一挡齿轮5和二挡齿轮6两者能够在输入轴4的周向方向上相对输入轴4自由地旋转)。例如，同步器34与输入轴4两者之间可以设置沿输入轴4的轴线方向延伸的花键，使得同步器34和输入轴4两者能够在输入轴4的轴线方向上滑动连接，且同步器34和输入轴4两者能够在输入轴4的周向方向上相对固定，如此，当挂一挡时，输入轴4带动同步器34旋转，拨叉部33拨动同步器34沿输入轴4滑动，与一挡齿轮5对接，一挡齿轮5与同步器34两者卡接固定，一挡齿轮5在同步器34的带动下旋转，使得一挡齿轮5带动下述中间轴70的第一齿轮71旋转，进而中间齿轮73带动传动齿圈152旋转，以将动力传递至差速器总成。类似地，挂二挡的操作过程和原理与挂一挡的类似，不再赘述。
优选地，如图1所示，上述拨叉部33可以是滚珠丝杠拨叉，实现轴向运动及集成拨叉功能，具备集成度高，反应迅速，控制精准，体积小，轴向承载能力高等特点。同时滚珠丝杠可根据实际需求灵活设计轴向行程，适应不同布置方案。可选地，如图1所示，该滚珠丝杠拨叉的两端分别与上述前壳21和后壳22连接，以进一步提高减速器的集成度。
需要说明的是，上述滚珠丝杠拨叉为本领域的现有结构在此不再赘述。
优选地，如图1所示，该滚珠丝杠拨叉可以设置有传动齿331，换挡驱动部31可以与该传动齿331传动连接。
优选地，如图1和图6所示，换挡执行总成还可以包括主动齿轮321和惰轮322，主动齿轮321与换挡驱动部31同轴设置，换挡驱动部31经由该惰轮322与上述传动齿331啮合，如此，第一方面，动力在滚珠丝杠拨叉与换挡驱动部31两者之间经过两级齿轮的传递，能够有效地将换挡驱动部31的扭矩进行放大；第二方面，能够有效地缩小换挡执行总成的尺寸，进一步压缩减速器的空间，提高减速器的结构紧凑性；第三方面，减速器结构可以通过惰轮322与中心距的调整进行灵活设计，使得减速器的结构可以适应不同结构空间尺寸，具备布置灵活性。
可选地，上述换挡驱动部31可以旋转电机，该旋转电机可以嵌设于上述前壳21，以进一步提高减速器的紧凑性。
优选地，如图1、图4和图6所示，上述减速器还可以包括中间轴总成7，该中间轴总成7设置于输入轴4与差速器总成两者之间，同步器34经由中间轴总成7与传动壳部15传动连接，如此，使得减速器的轴系受力更加均衡，有利于提高减速器的寿命。
可选地，如图6所示，上述中间轴总成7可以包括中间齿轮73和中间轴70，该中 间齿轮73套设于该中间轴70上，上述中间轴总成7经由该中间齿轮73与传动齿圈152传动连接。
可选地，如图6所示，上述中间轴总成7还可以包括第一齿轮71和第二齿轮72，该第一齿轮71和第二齿轮72均套设于上述中间轴70上，且分别设置于上述中间齿轮73的两侧，其中，上述一挡齿轮5与该第一齿轮71啮合，当同步器34与一挡齿轮5对接时，一挡齿轮5驱动第一齿轮71旋转，进而带动中间轴70旋转，进而驱动中间齿轮73驱动传动齿圈152以一挡速度旋转。类似地，上述二挡齿轮6与该第二齿轮72啮合，当同步器34与二挡齿轮6对接时，二挡齿轮6驱动第二齿轮72旋转，进而带动中间轴70旋转，进而驱动中间齿轮73驱动传动齿圈152以二挡速度旋转。
其中，第一齿轮71、第二齿轮72和中间齿轮73三者均能够相对输入轴4在输入轴4的周向方向上相对固定，以便于中间轴总成7的动力传输。
本申请第二方面的实施例还提供一种车辆，包括上述任一实施例所述的减速器，因而，具有该减速器的全部有益技术效果，在此，不再赘述。
可选地，该车辆可以是电动汽车。
最后应说明的是：以上各实施例仅用以说明本申请的技术方案，而非对其限制；尽管参照前述各实施例对本申请进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分或者全部技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本申请各实施例技术方案的范围。
工业实用性
通过在一字轴上设置润滑液流道，在壳体上设置油路进口，以及在行星齿轮与一字轴两者的连接处设置油路出口，并使得润滑液流道分别与油路进口和油路出口连通，如此，通过壳体上的油路进口，便能够将润滑液依次经由润滑液流道和油路进口进入差速器总成内，以对差速器总成的行星齿轮进行润滑，有效地提高了差速器总成的润滑效果，进而提高了差速器总成的使用寿命，有效避免了差速器总成的行星齿轮甚至会出现烧结现象。经过计算，本申请提供的减速器通过上述润滑手段可以达到98％的CLTC(全称为China Light-duty Vehicle Test Cycle)综合效率。

Claims (15)

  1. 一种减速器，其特征在于，包括差速器总成和壳体，所述差速器总成包括行星齿轮、一字轴和半轴齿轮，所述行星齿轮套设于所述一字轴的外侧，所述半轴齿轮设置于所述一字轴的一侧，且与所述行星齿轮啮合；
    所述一字轴内设置有润滑液流道，所述行星齿轮与所述一字轴两者的连接处设置有与所述润滑液流道连通的油路出口；
    所述壳体设置有油路进口，所述润滑液流道与所述油路进口连通。
  2. 根据权利要求1所述的减速器，其特征在于，所述差速器总成还包括传动壳部，所述一字轴固定设置于所述传动壳部内，所述传动壳部的部分嵌设于所述壳体，嵌设于所述壳体的传动壳部的部分的外侧设置有环形流道，所述环形流道与所述半轴齿轮同轴设置，所述润滑液流道和所述油路进口两者经由所述环形流道连通。
  3. 根据权利要求2所述的减速器，其特征在于，所述差速器总成还包括至少两个密封环，所述密封环设置于所述传动壳部与所述壳体之间，且所述密封环设置于所述环形流道的在所述半轴齿轮的轴线方向上的两侧。
  4. 根据权利要求2所述的减速器，其特征在于，所述一字轴包括定位销孔和进油孔，所述定位销孔和所述进油孔分别设置于所述一字轴的轴线方向上的两端，所述定位销孔和所述进油孔两者关于所述半轴齿轮的轴线对称设置；
    所述一字轴经由所述定位销孔与所述传动壳部销接，所述一字轴经由所述进油孔与所述环形流道连通。
  5. 根据权利要求2所述的减速器，其特征在于，所述润滑液流道包括彼此连通的连接部和流出部，所述连接部沿所述一字轴的轴线方向延伸，所述流出部沿所述一字轴的径向方向延伸，所述流出部在所述一字轴的表面形成的开口即为所述油路出口。
  6. 根据权利要求2所述的减速器，其特征在于，所述一字轴的侧面设置有欠缺部，所述欠缺部与所述油路出口对应设置，使得每一所述油路出口均设置于所述欠缺部内。
  7. 根据权利要求5所述的减速器，其特征在于，在任一垂直于所述一字轴的轴线方向的截面上，所述一字轴的横截面面积是所述连接部形成的图形的面积10～20倍。
  8. 根据权利要求5所述的减速器，其特征在于，所述差速器总成包括两个所述行星齿轮，两个所述行星齿轮关于所述半轴齿轮的轴线对称设置，所述流出部与所述行星齿轮对应设置。
  9. 根据权利要求2至8中任一项所述的减速器，其特征在于，还包括换挡执行总成、同步器、输入轴、一挡齿轮和二挡齿轮，所述一挡齿轮、所述同步器和所述二挡齿轮三者均套设于所述输入轴，且三者沿所述输入轴的轴线方向依次设置；
    所述换挡执行总成与所述同步器传动连接，以控制所述同步器与所述一挡齿轮或者与所述二挡齿轮对接。
  10. 根据权利要求9所述的减速器，其特征在于，所述换挡执行总成包括彼此传动连接的换挡驱动部和拨叉部，所述拨叉部平行于所述输入轴设置，所述拨叉部与所述同步器传动连接，以驱动所述同步器沿所述输入轴移动。
  11. 根据权利要求10所述的减速器，其特征在于，所述换挡执行总成还包括主动齿轮和惰轮，所述主动齿轮与所述换挡驱动部同轴设置，所述拨叉部设置有能够与所述惰轮啮合的传动齿。
  12. 根据权利要求10所述的减速器，其特征在于，所述拨叉部为滚珠丝杠拨叉。
  13. 根据权利要求9所述的减速器，其特征在于，还包括中间轴总成，所述中间轴总成设置于所述输入轴与所述差速器总成两者之间，所述一挡齿轮或者所述二挡齿轮经由所述中间轴总成与所述传动壳部传动连接。
  14. 根据权利要求13所述的减速器，其特征在于，所述传动壳部包括壳本体和传动齿圈，所述传动齿圈设置于所述壳本体的外侧，且所述传动齿圈与所述半轴齿轮同轴设置，所述传动壳部经由所述传动齿圈与所述中间轴总成传动连接。
  15. 一种车辆，其特征在于，包括权利要求1至14中任一项所述的减速器。
PCT/CN2024/110732 2023-12-14 2024-08-08 减速器及车辆 Pending WO2025123721A1 (zh)

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