CN116292817B

CN116292817B - Gearbox assembly and vehicle

Info

Publication number: CN116292817B
Application number: CN202211378773.4A
Authority: CN
Inventors: 何昆健; 史成淼; 姜雷; 王林国; 苗士军; 孙国晖
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2022-11-04
Filing date: 2022-11-04
Publication date: 2025-11-25
Anticipated expiration: 2042-11-04
Also published as: CN116292817A

Abstract

This invention relates to a reducer assembly and a vehicle, comprising: an input structure for connection to a power source; a first output shaft for connection to one of the wheels on the axle; a first conversion assembly for controllably connecting or disconnecting the first output shaft from the input structure; a second output shaft for connection to the other wheel on the axle; and a second conversion assembly for controllably connecting or disconnecting the second output shaft from the input structure. When the vehicle is traveling in a 6×2 drive mode, the first and second conversion assemblies are controlled to disconnect the first and second output shafts from the input structure, respectively. The first and second output shafts then rotate freely with the two wheels, while the components within the input structure remain stationary. This significantly reduces the drag force experienced by the wheels during rotation, thereby lowering fuel consumption in the 6×2 drive mode.

Description

Speed reducer assembly and vehicle

Technical Field

The invention relates to the technical field of vehicles, in particular to a speed reducer assembly and a vehicle.

Background

At present, the most mainstream heavy commercial vehicle in China has the largest market holding capacity, namely a 6×4 tractor, and the 6×4 tractor refers to a vehicle with 4 driving wheels for traction driving. The driving mode of 6×4 can provide strong power during the full-load running of the vehicle, but the power required by the vehicle is greatly reduced when the vehicle is empty or reaches a certain speed, and the fuel consumption of the vehicle is increased if the driving mode of 6×4 is continued.

For this reason, a part of 6×4 tractors are provided with a drive conversion function, and when the vehicle reaches a certain speed, the vehicle is switched to a 6×2 drive mode, that is, only 2 wheels on the middle axle are used as drive wheels for traction drive, and 2 wheels on the rear axle are used as follower wheels for movement with the vehicle, so as to reduce the fuel consumption of the vehicle in the running process.

The existing rear axle at present comprises a transmission shaft, a driving bevel gear and a driven bevel gear, when a vehicle is driven in a 6 multiplied by 4 driving mode, the transmission shaft is connected with an engine to receive power of the engine, and the power is sequentially transmitted to 2 wheels after being decelerated by the transmission shaft, the driving bevel gear and the driven bevel gear, so that the 2 wheels of the rear axle are driven to carry out traction driving. When the vehicle is driven in the 6×2 driving mode, the transmission shaft is disconnected from the engine, and the power of the engine is transmitted to all 2 wheels of the intermediate axle. At this time, although the transmission shaft does not receive power any more, the transmission shaft, the driving bevel gear and the driven bevel gear are always in a connected state with the wheels, so that when the 2 wheels of the rear axle are used as the driven wheels to move along with the vehicle, the transmission shaft, the driving bevel gear and the driven bevel gear can be dragged to rotate together, and the waste of the traction force of the vehicle is further caused.

Disclosure of Invention

Based on this, it is necessary to provide a speed reducer assembly and a vehicle that ameliorate the above-described drawbacks, with respect to the problem of waste of vehicle traction when the vehicle is driven in a 6×2 drive mode.

A speed reducer assembly, comprising:

The input structure is used for being connected with a power source;

The first output shaft is used for being connected with one wheel on the axle;

A first conversion assembly controllably drivingly connecting or disconnecting the first output shaft and the input structure;

the second output shaft is used for being connected with another wheel on the axle;

a second shift assembly controllably drivingly connects or decouples the second output shaft from the input structure.

In one embodiment, the input structure comprises a differential mechanism, the differential mechanism comprises a first half-shaft gear and a second half-shaft gear, the first half-shaft gear is sleeved on the first output shaft, and the first conversion assembly can controllably connect or disconnect the first output shaft with the first half-shaft gear;

The second half shaft gear is sleeved on the second output shaft, and the second conversion assembly can controllably connect or disconnect the second output shaft with or from the first half shaft gear.

In one embodiment, the input structure further comprises a locking member, the differential comprises a driven bevel gear sleeved on the first half shaft, the locking member is fixedly connected with the driven bevel gear, and the first conversion assembly can controllably connect or disconnect the first output shaft with or from the locking member.

In one embodiment, the first conversion assembly comprises a first clutch member and a differential member mounted on the first clutch member, the first clutch member being mounted on the first output shaft and movable in a longitudinal direction of the first output shaft;

The first clutch part sequentially passes through a first position, a second position and a third position in the moving process, when the first clutch part is positioned at the first position, the first clutch part and the first half-shaft gear are separated from each other, and the differential part and the locking part are separated from each other;

when the first clutch member is positioned at the second position, the first clutch member is connected with the first half-shaft gear, and the differential member and the locking member are separated from each other;

When the first clutch member is in the third position, the first clutch member is connected to the first half shaft gear, and the differential member is connected to the locking member.

In one embodiment, the first clutch member is provided with a first face gear, the first half-shaft gear is provided with a second face gear, and when the first clutch member is connected with the first half-shaft gear, the first face gear is meshed with the second face gear;

The differential part is provided with a third face gear, the locking part is provided with a fourth face gear, and when the differential part is connected with the locking part, the third face gear is connected with the fourth face gear;

the tooth heights of the first face gear and the second face gear are larger than those of the third face gear and the fourth face gear.

In one embodiment, the first conversion assembly comprises a first clutch piston and a differential piston, both of which are controllably movable in the longitudinal direction of the first output shaft, the differential piston being connected to the differential;

In the process that the first clutch piece moves from the first position to the second position, one end of the differential piston is connected with the differential piece, the other end of the differential piston is abutted against the first clutch piston, and the first clutch piston drives the differential piston and the differential piece to move until the first clutch piece moves to the second position, and the first clutch piston stops moving;

And in the process of moving the first clutch part from the second position to the third position, the differential piston and the first clutch piston are separated from each other, and the differential part is driven to move continuously.

In one embodiment, the reducer assembly includes a reducer housing having a first piston cavity formed therein;

the differential piston is movably arranged in the first piston cavity, the side wall of the differential piston is abutted against the inner wall of the first piston cavity, the first clutch piston is movably arranged in the first piston cavity, and the first clutch piston is abutted against the inner wall of the first piston cavity;

the differential piston, one end of the first clutch piston and the inner wall of the first piston cavity define a first sealing cavity, the other end of the first clutch piston and the inner wall of the first piston cavity define a second sealing cavity, and the first sealing cavity and the second sealing cavity can be communicated with an external gas source.

In one embodiment, the first conversion assembly further comprises a limiting piece, the limiting piece is mounted on the movement path of the first clutch piston, and when the first clutch piston abuts against the limiting piece, the first clutch piece moves to the second position.

In one embodiment, the speed reducer assembly further comprises a speed reducer housing, the first conversion component further comprises a first shifting fork shaft, a first shifting fork and a first elastic piece, and the first shifting fork shaft is movably arranged on the speed reducer housing along the longitudinal direction of the first output shaft and is connected with the differential piston;

One end of the first shifting fork is connected with the differential part, the other end of the first shifting fork is connected with the first shifting fork shaft, the first elastic part is sleeved on the first shifting fork shaft, one end of the first elastic part is abutted to the speed reducer shell, and the other end of the first elastic part is abutted to one end of the first shifting fork, which is away from the differential piston.

In one embodiment, the first conversion assembly further comprises a differential sensor and a first clutch sensor;

when the first clutch member is positioned between the first position and the second position, the first clutch sensor and the differential sensor are both separated from the first shifting fork;

when the first clutch piece is positioned between the second position and the third position, the first clutch sensor is abutted with the first shifting fork, and the differential sensor is separated from the first shifting fork;

when the first clutch piece is located at the third position, the first clutch sensor and the differential sensor are abutted to the first shifting fork.

In one embodiment, the speed reducer assembly further comprises a speed reducer housing, the second conversion component comprises a second clutch member and a second clutch piston, the second clutch member is mounted on the second output shaft and can move along the longitudinal direction of the second output shaft, and the second clutch member can be connected with or separated from the second side gear in the moving process;

the speed reducer comprises a speed reducer shell, and is characterized in that a second piston cavity is formed in the speed reducer shell, a second clutch piston is movably installed in the second piston cavity and is connected with a second clutch piece, the side wall of the second clutch piston is abutted against the inner wall of the second piston cavity, one end of the second clutch piston and the inner wall of the second piston cavity define a sealed third sealing cavity, and the third sealing cavity can be communicated with an external air source.

In one embodiment, the second conversion assembly comprises a second shifting fork shaft, a second shifting fork and a second elastic piece, wherein the second shifting fork shaft is movably arranged on the speed reducer shell along the longitudinal direction of the second output shaft and is connected with the second clutch piston;

One end of the second shifting fork is connected with the second clutch piece, the other end of the second shifting fork is connected with the second shifting fork shaft, the second elastic piece is sleeved on the second shifting fork shaft, one end of the second elastic piece is abutted against the speed reducer shell, and the other end of the second elastic piece is abutted against one end, deviating from the third sealing cavity, of the second clutch piston.

In one embodiment, the second shift assembly further includes a second clutch sensor mounted on the reducer housing that abuts the second shift rail when the second clutch member is moved into engagement with the second side gear.

A vehicle comprising a speed reducer assembly as claimed in any one of the preceding claims.

According to the speed reducer assembly, when the vehicle walks in the 6×4 driving mode, after the torque generated by the vehicle power source is input to the input structure, the first conversion assembly and the second conversion assembly are controlled to respectively connect the first output shaft and the second output shaft with the input structure, so that the torque generated by the vehicle power source can be transmitted to the first output shaft and the second output shaft to drive the two wheels on the axle to rotate, and then the vehicle is driven to walk.

When the vehicle walks in the 6×2 driving mode, the input structure is disconnected from the power source of the vehicle, and the two wheels connected with the first output shaft and the second output shaft walk along with the vehicle as follow-up wheels, at this time, the first conversion assembly and the second conversion assembly are controlled to separate the first output shaft and the second output shaft from the input structure, respectively, and the first output shaft and the second output shaft idle along with the two wheels, respectively. The input structure does not receive the power of the vehicle power source and the drag force from the wheels, and the parts in the input structure are in a static state, so that the drag force of the wheels during follow-up is greatly reduced, the waste of the traction force of the vehicle in a 6X 2 driving mode is further reduced, and the oil consumption of the vehicle in the 6X 2 driving mode is further reduced.

Drawings

FIG. 1 is a schematic diagram of a speed reducer assembly in a6×2 drive mode according to an embodiment of the present invention;

FIG. 2 is a schematic view of the embodiment of FIG. 1 showing the configuration of the reducer assembly from another perspective;

FIG. 3 is a schematic diagram of a first countershaft gear in the reducer assembly of the embodiment of FIG. 1;

FIG. 4 is a schematic illustration of the first clutch member of the reducer assembly of the embodiment of FIG. 1;

FIG. 5 is a schematic view of the structure of the locking member of the retarder assembly of the embodiment of FIG. 1;

FIG. 6 is a schematic view of the differential assembly of the embodiment of FIG. 1;

FIG. 7 is a schematic diagram of a differential cylinder in the embodiment of FIG. 1;

FIG. 8 is a schematic diagram of a clutch cylinder in the embodiment of FIG. 1;

FIG. 9 is a schematic illustration of a first lever in the retarder assembly of the embodiment of FIG. 1;

FIG. 10 is a schematic illustration of a second clutch member of the embodiment of the speed reducer assembly of FIG. 1;

FIG. 11 is a schematic illustration of a second lever in the retarder assembly of the embodiment of FIG. 1;

FIG. 12 is a schematic illustration of the embodiment of FIG. 1 with the retarder assembly in a 6X 4 drive mode;

FIG. 13 is a schematic diagram of the embodiment of FIG. 1 with the retarder assembly in a 6X 4 drive mode and a differential lock-up condition.

The input structure 100, the input shaft 110, the drive bevel gear 120, the differential 130, the driven bevel gear 131, the first side gear 132, the second side gear 133, the second side gear 134, the planetary gear 135, the locking member 140, the fourth side gear 141;

a first output shaft 200, a second output shaft 210;

the first conversion assembly 300, the first clutch 310, the first face gear 311, the differential 320, the third face gear 321, the first clutch piston 330, the differential piston 340, the piston body 341, the connection 342, the first piston chamber 350, the first seal chamber 351, the second seal chamber 352, the differential breather joint 353, the first clutch breather joint 354, the first fork shaft 360, the first fork 361, the first elastic member 362, the first boss 363, the second boss 364, the differential sensor 370, the first clutch sensor 380;

the second conversion assembly 400, the second clutch member 410, the fifth face gear 411, the second clutch piston 420, the second piston chamber 430, the third seal chamber 440, the second fork shaft 450, the second fork 460, the third boss 461, the second elastic member 470, the second clutch vent fitting 480, the second clutch sensor 490;

The speed reducer comprises a speed reducer housing 500, a housing body 510, a differential cylinder 520, a first mounting hole 521, a second mounting hole 522, a clutch cylinder 530, a third mounting hole 531 and a limiting member 540.

Detailed Description

In order that the above objects, features and advantages of the invention will be readily understood, a more particular description of the invention will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. The present invention may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the invention, whereby the invention is not limited to the specific embodiments disclosed below.

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

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present invention, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed, mechanically connected, electrically connected, directly connected, indirectly connected through an intervening medium, or in communication between two elements or in an interaction relationship between two elements, unless otherwise explicitly specified. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present invention, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that when an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like are used herein for illustrative purposes only and are not meant to be the only embodiment.

Referring to fig. 1, a speed reducer assembly according to an embodiment of the present invention includes an input structure 100, a first output shaft 200, a first conversion assembly 300, a second output shaft 210, and a second conversion assembly 400.

The input structure 100 is adapted to be coupled to a power source for receiving power from the power source of the vehicle, the first output shaft 200 is adapted to be coupled to one of the wheels on the axle, and the first conversion assembly 300 is adapted to controllably drivingly connect and disconnect the first output shaft 200 and the input structure 100. When the first conversion assembly 300 drivingly connects the first output shaft 200 and the transmission assembly, power from the power source can be normally transmitted to the first input shaft 110 via the input structure 100, thereby driving one of the wheels on the axle. When the first conversion assembly 300 separates the first input shaft 110 from the transmission assembly, the wheel moves along with the vehicle as a follower wheel, and because the first input shaft 110 is already separated from the input structure 100, the first input shaft 110 only idles along with the wheel during the following process of the wheel, and the parts of the input structure 100 are not dragged to rotate, so that the waste of the traction force of the vehicle is reduced.

Further, another wheel on the axle is coupled to the second output shaft 210, and a second shift assembly controllably drivingly couples or decouples the second output shaft 210 from the input structure 100. When the second conversion assembly 400 connects the second output shaft 210 with the input structure 100, the power of the power source can be normally transmitted to the second input shaft 110 through the input structure 100, and the other wheel on the axle is driven to rotate. When the first conversion assembly 300 separates the first input shaft 110 from the transmission assembly, the first input shaft 110 only idles with the wheels and does not drag the components of the input structure 100 to rotate, thereby reducing waste of vehicle traction.

Specifically, when the vehicle travels in the 6×4 driving mode, after the torque generated by the vehicle power source is input to the input structure 100, the first and second conversion assemblies 300 and 400 are controlled to connect the first and second output shafts 200 and 210, respectively, to the input structure 100, so that the torque generated by the vehicle power source can be transmitted to the first and second output shafts 200 and 210 to drive the two wheels on the axle to rotate, thereby driving the vehicle to travel.

When the vehicle travels in the 6×2 driving mode, the input structure 100 is disconnected from the power source of the vehicle, and the two wheels connected to the first output shaft 200 and the second output shaft 210 travel with the vehicle as follow-up wheels, at which time the first conversion assembly 300 and the second conversion assembly 400 are controlled to separate the first output shaft 200 and the second output shaft 210 from each other, respectively, and the first output shaft 200 and the second output shaft 210 idle with the two wheels, respectively. The input structure 100 receives neither power of a vehicle power source nor drag force from wheels, and parts in the input structure 100 are in a static state, so that drag force received by the wheels during follow-up is greatly reduced, and further waste of traction force of the vehicle in a 6×2 driving mode is reduced, and accordingly oil consumption of the vehicle in the 6×2 driving mode is reduced.

In an embodiment of the present invention, referring to fig. 1, an input structure 100 includes an input shaft 110, a drive bevel gear 120, and a differential gear 130, the input shaft 110 is used to be connected with a drive shaft of a vehicle to receive power of a power source of the vehicle, the drive bevel gear 120 is mounted at an end of the drive shaft and is engaged with a driven bevel gear 131 on the differential gear 130 to transmit the power of the power source to the differential gear 130, and the differential gear 130 is used to balance a rotational speed difference between two wheels on an axle, i.e., to balance the rotational speed difference between a first output shaft 200 and a second output shaft 210, so that the power received by the differential gear 130 can be normally distributed to the first output shaft 200 and the second output shaft 210.

Specifically, the differential 130 includes a driven bevel gear 131, a first side gear 132, a second side gear 134, and a planetary gear 135 disposed between the first side gear 132 and the second side gear 134, the driven bevel gear 131 is sleeved on the first side gear 132 and engaged with the drive bevel gear 120 to receive power of the power source, the planetary gear 135 is fixedly connected with the driven bevel gear 131 to revolve around the planetary gear 135, while the planetary gear 135 is also rotatable about its own axis, and the axis of the planetary gear 135 is perpendicular to the axis of the driven bevel gear 131. The first and second side gears 132 and 134 are simultaneously engaged with the planetary gears 135 such that the first and second side gears 132 and 134 can revolve with the bevel gear 131 through the planetary gears 135 while also balancing the difference in rotation speed of the first and second side gears 132 and 134 through rotation of the planetary gears 135.

Wherein the first side gear 132 is sleeved on the first output shaft 200, and the first conversion assembly 300 can controllably connect or disconnect the first output shaft 200 from the first side gear 132, the second side gear 134 is sleeved on the second output shaft 210, and the second conversion assembly 400 can controllably connect or disconnect the second output shaft 210 from the first side gear 132. Thus, when the first conversion assembly 300 connects the first output shaft 200 with the first side gear 132 and the second conversion assembly 400 connects the second output shaft 210 with the second side gear 134, the power of the power source can be normally transmitted to the first output shaft 200 and the second output shaft 210, and thus to the two wheels to drive the vehicle to travel, i.e., the vehicle is operated in the 6×4 driving mode. At the same time, the rotation speed difference of the first output shaft 200 and the second output shaft 210 can be balanced through the rotation of the planetary gears 135 on the differential 130, so that the rotation speeds of the two wheels of the vehicle are balanced during turning.

While when the first conversion assembly 300 separates the first output shaft 200 from the first side gear 132, the second conversion assembly 400 separates the second output shaft 210 from the second side gear 134, the first output shaft 200 and the second output shaft 210 no longer receive power from the power source, while the two wheels connected to the first output shaft 200 and the second output shaft 210 travel as follower wheels with the vehicle traveling in a 6×2 drive mode. At this time, the differential 130, the drive bevel gear 120 and the driven bevel gear 131 are not dragged by the first output shaft 200 and the second output shaft 210, and are in a static state, so that the dragging force of the wheels during follow-up is greatly reduced. Meanwhile, since the first output shaft 200 and the second output shaft 210 are not connected, but idle along with the corresponding wheels, even if the rotation speeds of the first output shaft 200 and the second output shaft 210 are inconsistent, normal running of the vehicle is not affected, and therefore, in the turning process of the vehicle, the two wheels can be matched with the turning of the vehicle at different rotation speeds.

In actual use, when the vehicle passes through a muddy road in a 6×4 driving mode, one of the wheels may be caught in the mud, thereby generating a slip phenomenon, and at this time, the function of the differential 130 needs to be turned off so as to keep the rotation speeds of the first output shaft 200 and the second output shaft 210 consistent, and further, power is transmitted to the wheel which is not slipped, so as to improve the trafficability of the vehicle.

To this end, the input structure 100 further includes a locking member 140 fixedly installed on the driven bevel gear 131, and the first conversion assembly 300 controllably connects or disconnects the first output shaft 200 and the locking member 140, so that the first output shaft 200 and the locking member 140 can be locked to each other by the first conversion assembly 300 so that the rotation speeds of the first output shaft 200 and the locking member 140 coincide, and further so that the rotation speeds of the first side gear 132 and the second side gear 134 coincide with the rotation speeds of the driven bevel gear 131, and the rotation speed of the second output shaft 210 and the first output shaft 200 coincide so that the torque can be transmitted to the other wheel entirely when one wheel of the vehicle slips, thereby facilitating escape of the vehicle.

In particular, in the embodiment, the first conversion assembly 300 includes a first clutch member 310 and a differential member 320 mounted on the first clutch member 310, the first clutch member 310 being mounted on the first output shaft 200 and movable in a lengthwise direction of the first output shaft 200, and optionally, the first clutch member 310 being mounted on the first output shaft 200 through involute splines such that the first clutch member 310 can move along the involute splines.

Referring to fig. 1,12 and 13, the first clutch member 310 sequentially passes through the first position, the second position and the third position during the movement, when the first clutch member 310 is located at the first position, that is, the position of the first clutch member 310 in the embodiment of fig. 1, the first clutch member 310 and the first half-shaft gear 132 are separated from each other, the differential member 320 and the locking member 140 are separated from each other, at this time, the first output shaft 200, the first half-shaft gear 132 and the driven bevel gear 131 are both in a separated state, the vehicle can walk in a 6×2 driving mode, and the first output shaft 200 is in an idle state, so as to reduce the drag force applied to the wheels during the follow-up operation, and further reduce the waste of the traction force of the vehicle in the 6×2 driving mode, thereby reducing the fuel consumption of the vehicle in the 6×2 driving mode.

When the first clutch member 310 is at the second position, i.e., the position of the first clutch member 310 in the embodiment of fig. 12, the first clutch member 310 is connected to the first half-shaft gear 132, the differential member 320 and the locking member 140 are separated from each other, and at this time, the first output shaft 200 is connected to the first half-shaft gear 132, but the first output shaft 200 is not connected to the second half-shaft gear 134, the power received by the input structure 100 is normally transmitted to the first output shaft 200 through the distribution of the differential mechanism 130, the vehicle travels in a 6×4 driving mode, and the rotational speeds of the first output shaft 200 and the second output shaft 210 are balanced by the differential mechanism 130, so that the normal running of the vehicle during the turning is ensured.

When the first clutch member 310 is in the third position, i.e. the position of the first clutch member 310 in the embodiment of fig. 13, the first clutch member 310 is connected to the first half-shaft gear 132, the differential member 320 is connected to the locking member 140, at this time, the first output shaft 200 is connected to the first half-shaft gear 132 and the driven bevel gear 131, at this time, the power received by the input structure 100 is directly transmitted to the first output shaft 200 through the driven bevel gear 131 without passing through the differential 130, and the vehicle is in a differential locked state, so that the rotational speeds of the second output shaft 210 and the first output shaft 200 are consistent, so that when the vehicle slips on one wheel, the torque can be completely transmitted to the other wheel, so as to facilitate the escape of the vehicle.

In summary, when the driver needs to control the vehicle to switch between the 6×2 driving mode, the 6×4 driving mode and the driving mode of the differential lock, the first clutch 310 can be moved to make the first clutch 310 at different positions, so as to switch the vehicle between the different driving modes.

In the embodiment, referring to fig. 3 and 4, a first face gear 311 is disposed on the first clutch member 310, and a second face gear 133 is disposed on the first half shaft gear 132, and when the first clutch member 310 is connected to the first half shaft gear 132, the first face gear 311 is meshed with the second face gear 133. Referring to fig. 5 and 6, the differential 320 is provided with a third face gear 321, and the locking member 140 is provided with a fourth face gear 141, and when the differential 320 is connected to the locking member 140, the third face gear 321 is connected to the fourth face gear 141.

Wherein, in order that the first clutch member 310 can also continue to move when the first clutch member 310 and the first half shaft gear 132 are connected, the tooth heights of the first face gear 311 and the second face gear 133 are greater than the tooth heights of the third face gear 321 and the fourth face gear 141. As such, when the first clutch member 310 gradually approaches the first half shaft gear 132 until the tooth portions of the first and second face gears 311 and 133 contact each other, the third and fourth face gears 321 and 141 remain at a distance and in a separated state, at which time the power of the first half shaft gear 132 can be transmitted to the first output shaft 200 through the first clutch member 310, but the power of the driven bevel gear 131 cannot be transmitted to the first output shaft 200 through the differential member 320 and the locking member 140.

While as the first clutch member 310 continues to approach the first half shaft gear 132, the contact area of the teeth of the first face gear 311 and the second face gear 133 increases, while the third face gear 321 and the fourth face gear 141 gradually approach each other until the third face gear 321 and the fourth face gear 141 are engaged with each other, the power of the driven bevel gear 131 is directly transmitted to the first output shaft 200 through the differential member 320 and the locking member 140, and the vehicle is in a differential locked state.

In some embodiments, referring to FIG. 1, the first conversion assembly 300 includes a first clutch piston 330 and a differential piston 340, each of the first clutch piston 330 and the differential piston 340 being controllably movable in a longitudinal direction of the first output shaft 200, the differential piston 340 being coupled to the differential 320.

In the process of moving the first clutch member 310 from the first position to the second position, one end of the differential piston 340 is connected with the differential member 320, the other end of the differential piston 340 is abutted against the first clutch piston 330, and the first clutch piston 330 drives the differential piston 340 and the differential member 320 to move until the first clutch member 310 moves to the second position, and the first clutch piston 330 stops moving. And during the process of moving the first clutch member 310 from the second position to the third position, the differential piston 340 and the clutch piston are separated from each other, and the differential member 320 is driven to move continuously.

In this way, when the vehicle needs to switch from 6×2 to 6×4 driving mode, the first clutch piston 330 is controlled to stop moving, and the first clutch piston 330 may be stopped by moving the piston stem of the cylinder body, such as the cylinder or the hydraulic cylinder, connected to the first clutch piston 330 to the maximum length, and the first clutch piston 330 may be moved to the edge of the movement space.

When the vehicle needs to be switched from the 6×4 driving mode to the differential locking state, the differential piston 340 can be driven to move until the differential piston 340 drives the differential element 320 to be connected with the locking element 140, the third end face gear 321 and the fourth end face gear 141 are completely meshed, and the differential piston 340 cannot continue to move, so as to complete the switching of the differential locking state of the vehicle.

It should be noted that the movement modes of the first clutch piston 330 and the differential piston 340 may be conventional movement modes such as pneumatic control, electric control or hydraulic control, which are not limited herein.

In some embodiments, the differential 320 and the first clutch 310 are controlled by pneumatic control, a first piston chamber 350 is formed on the reducer housing 500 of the reducer assembly, the differential piston 340 is movably mounted in the first piston chamber 350, while the side wall of the differential piston 340 is abutted against the inner wall of the first piston chamber 350, and the first clutch piston 330 is movably mounted in the first piston chamber 350, while the first clutch piston 330 is abutted against the inner wall of the first piston chamber 350. In this way, the differential piston 340, one end of the first clutch piston 330 and the inner wall of the first piston chamber 350 can define a first sealing chamber 351, the other end of the first clutch piston 330 and the inner wall of the first piston chamber 350 can define a second sealing chamber 352, and both the first sealing chamber 351 and the second sealing chamber 352 can be communicated with an external gas source so as to drive the first clutch piston 330 or the differential piston 340 by introducing gas into the first sealing chamber 351 or the second sealing chamber 352.

Specifically, the first conversion assembly 300 further includes a differential vent coupling 353 and a first clutch vent coupling 354 mounted to the differential 130 housing for venting gas into the first and second sealed chambers 351 and 352, respectively. When the first clutch ventilation connector 354 ventilates in the second sealing cavity 352, the first clutch piston 330 moves toward the differential piston 340 until the first clutch piston 330 abuts against the differential piston 340 to drive the differential piston 340 to move together, thereby driving the first clutch member 310 to gradually approach the first half-shaft gear 132.

After the first clutch member 310 is engaged with the first half-shaft gear 132, the vehicle is switched to the 6×4 driving mode, and the differential ventilation joint 353 can ventilate into the first sealing cavity 351 to drive the differential piston 340 to continue moving, and further drive the first clutch member 310 to approach the first half-shaft gear 132 until the differential member 320 is engaged with the locking member 140, so as to complete the switching of the differential locking state of the vehicle.

Further, in order to enable the first clutch piston 330 to stop moving after the first clutch member 310 is connected to the first half-shaft gear 132, the first conversion assembly 300 further includes a stopper 540, the stopper 540 is mounted on a moving path of the first clutch piston 330, and when the first clutch piston 330 abuts against the stopper 540, the first clutch piston 330 stops moving, and at this time, the first clutch member 310 moves to the second position, and the vehicle is switched to the 6×4 driving mode. Thus, when the vehicle is required to be switched to the 6×4 driving mode, the first clutch piston 330 automatically drives the first clutch member 310 to connect with the first half-shaft gear 132 only by continuously venting air in the second sealing chamber 352 through the first clutch venting joint 354.

Still further, referring to fig. 7 and 8, the speed reducer housing 500 includes a housing body 510, and a clutch cylinder 530 and a differential cylinder 520 mounted on the housing body 510, wherein the inside of the differential cylinder 520 is partitioned by a stopper 540 to form a first mounting hole 521 and a second mounting hole 522 which are communicated with each other, the clutch cylinder 530 is mounted in the second mounting hole 522 and a third mounting hole 531 is formed therein, the differential piston 340 is mounted in the first mounting hole 521, the first clutch piston 330 is mounted in the third mounting hole 531, and a side wall of the first clutch piston 330 is abutted against an inner wall of the third mounting hole 531. The differential piston 340 includes a piston body 341 and a connecting portion 342 connected to each other, the piston body 341 is mounted in the first mounting hole 521, and a side wall of the piston body 341 abuts against an inner wall of the first mounting hole 521, so that the first mounting hole 521 and the third mounting hole 531 jointly form the first piston cavity 350.

In the process of moving the first clutch member 310 from the first position to the second position, the connecting portion 342 extends into the third mounting hole 531 and abuts against the first clutch piston 330, so that the first clutch piston 330 can push the differential piston 340 to move until the first clutch piston 330 abuts against the limiting member 540, the first clutch piston 330 stops moving, and the first clutch member 310 moves to the second position.

During the movement of the first clutch member 310 from the second position to the third position, the piston body 341 continues to move, and the connecting portion 342 and the first clutch piston 330 are separated from each other, so as to continuously drive the first clutch member 310 to move to the third position. When the first clutch member 310 moves to the third position, the piston body 341 can abut against the end portion of the clutch cylinder 530 to limit the piston body 341 to move continuously, so as to ensure that the vehicle is always in the differential locking state.

The stopper 540 may be mounted in the differential cylinder 520, or may be directly integrally formed with the differential cylinder 520, and is not limited thereto.

In particular, in the embodiment, the first conversion assembly 300 further includes a first shift rail 360, a first fork 361, and a first elastic member 362, and the first shift rail 360 is movably disposed on the speed reducer housing 500 in the longitudinal direction of the first output shaft 200 and is connected to the differential piston 340. One end of the first shifting fork 361 is connected with the differential piece 320, the other end of the first shifting fork 361 is connected with the first shifting fork shaft 360, the first elastic piece 362 is sleeved on the first shifting fork shaft 360, one end of the first elastic piece 362 is abutted against the speed reducer shell 500, and the other end of the first elastic piece 362 is abutted against one end of the first shifting fork shaft 360, which is away from the differential piston 340.

Thus, when the differential piston 340 is driven by the first clutch piston 330 or moves by itself, the first shift fork shaft 360 is driven to move, and the first shift fork 361 is driven to move, and finally the first clutch member 310 is driven to move by the first shift fork 361. Meanwhile, the first fork 361 presses the first elastic member 362 during the movement process, so that the first elastic member 362 is in a compressed state. When the differential ventilation joint 353 or the first clutch ventilation joint 354 is not ventilated any more, that is, after the first clutch piston 330 and the differential piston 340 lose power, the first elastic member 362 is pressed to push the first fork 361 to move, so that the first clutch member 310 can return to the second position from the third position or return to the first position from the second position, and the vehicle is switched from the differential lock state to the 6×4 driving mode or from the 6×4 driving mode to the 6×2 driving mode.

In some embodiments, since the differential lock structure is already provided on the first output shaft 200, the second conversion assembly 400 may be required to connect or disconnect the second output shaft 210 to or from the second side gear 134, and for this purpose, the second conversion assembly 400 includes a second clutch member 410 and a second clutch piston 420, the second clutch member 410 being mounted on the second output shaft 210 and movable in the longitudinal direction of the second output shaft 210, and the second clutch member 410 being capable of being connected to or disconnected from the second side gear 134 during the moving process. Alternatively, the second clutch member 410 is mounted on the second output shaft 210 through involute splines such that the second clutch member 410 can move along the involute splines.

The reducer housing 500 has a second piston chamber 430 formed therein, the second clutch piston 420 is movably installed in the second piston chamber 430 and connected to the second clutch member 410, and a sidewall of the second clutch piston 420 abuts against an inner wall of the second piston chamber 430, so that one end of the second clutch piston 420 and the inner wall of the second piston chamber 430 define a sealed third seal chamber 440, and the third seal chamber 440 can be communicated with an external air source. Thus, the second clutch piston 420 pushes the second clutch member 410 only by introducing air into the third sealing chamber 440, so that the second clutch member 410 and the second side gear 134 are engaged with each other.

Optionally, a second clutch ventilation joint 480 is installed on the clutch housing, and the second clutch ventilation joint 480 is communicated with the third sealing cavity 440, and gas is introduced into the third sealing cavity 440.

In order to enable the second clutch member 410 to be separated from the second side gear 134, the second switching assembly 400 includes a second shift rail 450, a second fork 460, and a second elastic member 470, and the second shift rail 450 is movably disposed on the decelerator housing 500 in the longitudinal direction of the second output shaft 210 and is coupled to the second clutch piston 420. One end of the second shifting fork 460 is connected with the second clutch member 410, the other end is connected with the second shifting fork shaft 450, the second elastic member 470 is sleeved on the second shifting fork shaft 450, one end of the second elastic member 470 is abutted against the reducer casing 500, and the other end is abutted against one end of the second clutch piston 420, which is away from the third sealing cavity 440.

Thus, when the second clutch piston 420 is pushed by the air, the second elastic member 470 is pressed to be in a compressed state, and when the third sealing chamber 440 stops inputting the air, the second elastic member 470 pushes the second clutch piston 420 to drive the second clutch member 410 and the second side gear 134 to be engaged with each other.

Alternatively, referring to fig. 10, a fifth face gear 411 is provided on the second clutch member 410, and a sixth face gear is provided on the second side gear 134, and when the second clutch member 410 and the second side gear 134 are connected, the fifth face gear 411 and the sixth face gear are engaged with each other.

In particular to the embodiment, referring to fig. 9 and 11, to facilitate the driver's understanding of the driving mode in which the vehicle is located, the first conversion assembly 300 further includes a differential sensor 370, a first clutch sensor 380 and a second clutch sensor 490, wherein the differential sensor 370 is electrically connected to a differential lock indicator on the vehicle, and the first clutch sensor 380 and the second clutch sensor 490 are electrically connected to a 6×4 driving mode indicator on the vehicle.

When the first clutch member 310 is located between the first position and the second clutch member 410 and the second side gear 134 are separated from each other, the first clutch sensor 380 and the differential sensor 370 are separated from the first fork 361, the second clutch sensor 490 and the second fork 460 are separated from each other, and the differential lock indicator and the 6×4 driving mode indicator on the vehicle are both in an off state.

When the first clutch member 310 is located between the second position and the third position and the second clutch member 410 is connected to the second side gear 134, the first clutch sensor 380 is abutted against the first fork 361, the differential sensor 370 is separated from the first fork 361, the second clutch sensor 490 is abutted against the second fork 460, the 6×4 driving mode indicator on the vehicle is turned on, and the differential lock indicator is still turned off.

When the first clutch member 310 is located at the third position and the second clutch member 410 is connected to the second side gear 134, the first clutch sensor 380 and the differential sensor 370 are both in contact with the shift fork shaft, the second clutch sensor 490 is in contact with the second shift fork 460, and the differential lock indicator and the 6×4 driving mode indicator on the vehicle are both in a lit state.

Wherein, be provided with first boss 363 and second boss 364 on first shift fork 361, be provided with first inclined plane and first plane on the first boss 363, when first clutch 310 moved to the second position, the contact of first clutch sensor 380 moved to first plane behind first inclined plane, when first clutch 310 moved from the second position to the third position, the contact of first clutch sensor 380 was in the looks butt with first plane all the time to make 6 x 4 drive mode pilot lamp can be in the state that lights all the time.

The second boss 364 is provided with a second inclined plane and a second plane, and when the first clutch member 310 moves to the third position, the contact of the differential sensor 370 moves to the second plane after passing through the second inclined plane, so that the contact of the differential sensor 370 always contacts the second plane, and the differential lock indicator is always in a lighted state.

Further, a third boss 461 is provided on the second fork 460, the third boss 461 is provided with a third inclined surface and a third plane, and when the second clutch member 410 is connected with the second side gear 134, the contact of the second clutch sensor 490 moves onto the third plane through the third inclined surface, so that the contact of the second clutch sensor 490 always contacts the third plane, so that the 6×4 driving mode indicator lamp can always be in a lit state.

The operation of the inventive retarder assembly is described below in connection with the embodiment of fig. 1:

Referring to fig. 1, when the vehicle needs to travel in the 6×2 driving mode, none of the first clutch vent joint 354, the second clutch vent joint 480 and the differential vent joint 353 is vented, the first clutch piston 330 and the second clutch piston 420 are pushed by the first elastic member 362 and the second elastic member 470, which are respectively positioned at the leftmost side and the rightmost side of the first piston chamber 350 and the second piston chamber 430 in fig. 1, so as to drive the first clutch member 310 and the second clutch member 410 to be respectively separated from the first half-shaft gear 132 and the second half-shaft gear 134, and the first output shaft 200 and the second output shaft 210 are in an idle state, so that the drag force applied to the wheels during the following operation is reduced, and the waste of the traction force of the vehicle in the 6×2 driving mode is reduced, thereby reducing the fuel consumption of the vehicle in the 6×2 driving mode.

Referring to fig. 12, when the vehicle is required to travel in the normal 6 x 4 drive mode, the first clutch vent fitting 354 and the second clutch vent fitting 480 begin to vent, and the differential vent fitting 353 does not vent. At this time, the first clutch piston 330 is driven to move leftwards by the gas until the first clutch piston 330 abuts against the limiting member 540, the first clutch member 310 is connected to the first half shaft gear 132, and the first output shaft 200 is connected to the first half shaft gear 132 through the first clutch member 310. Meanwhile, the second clutch piston 420 is driven by the gas to move rightward until the second clutch member 410 is connected with the second side gear 134, the second output shaft 210 is connected with the second side gear 134 through the second clutch member 410, the power of the power source is normally transferred to the first output shaft 200 and the second output shaft 210 through the distribution of the differential 130, the vehicle travels in a 6×4 driving mode, and the rotational speeds of the first output shaft 200 and the second output shaft 210 are balanced through the differential 130, so that the normal running of the vehicle during the turning is ensured.

Referring to fig. 13, when the vehicle needs to open the differential lock mode when in the 6×4 driving mode, the first ventilation joint, the second ventilation joint and the differential ventilation joint 353 are all ventilated, the differential piston 340 is driven by the air to continue to move leftwards, and drives the first clutch 310 to continue to approach the first half-shaft gear 132 until the differential 320 is connected with the lock member 140. At this time, the power of the power source is directly transmitted to the first output shaft 200 through the driven bevel gear 131 without passing through the differential 130, and the vehicle is in a differential locking state, so that the rotation speeds of the second output shaft 210 and the first output shaft 200 are consistent, and when one wheel of the vehicle slips, the torque can be completely transmitted to the other wheel, so that the vehicle gets rid of the jam.

The embodiment of the invention also provides a vehicle which comprises the speed reducer assembly, and the vehicle has all technical effects of the speed reducer assembly because the vehicle comprises all technical characteristics of the speed reducer assembly, and the description is omitted herein.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the invention, which are described in detail and are not to be construed as limiting the scope of the invention. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the invention, which are all within the scope of the invention. Accordingly, the scope of protection of the present invention is to be determined by the appended claims.

Claims

1. A speed reducer assembly, the speed reducer assembly comprising:

an input structure (100) for connection to a power source;

a first output shaft (200) for connection to one of the wheels on the axle;

-a first conversion assembly (300) controllably drivingly connecting or disconnecting the first output shaft (200) with the input structure (100);

A second output shaft (210) for connection to another wheel on the axle;

-a second conversion assembly (400) controllably drivingly connecting or disconnecting the second output shaft (210) to the input structure (100);

The input structure (100) comprises a differential mechanism (130), the differential mechanism (130) comprises a first half-shaft gear (132) and a second half-shaft gear (134), the first half-shaft gear (132) is sleeved on the first output shaft (200), and the first conversion assembly (300) can controllably connect or disconnect the first output shaft (200) with the first half-shaft gear (132);

The second side gear (134) is sleeved on the second output shaft (210), and the second conversion assembly (400) can controllably connect or disconnect the second output shaft (210) with the second side gear (134);

the input structure (100) further comprises a locking piece (140), the differential (130) comprises a driven bevel gear (131) sleeved on the first half shaft, the locking piece (140) is fixedly connected with the driven bevel gear (131), and the first conversion assembly (300) can controllably connect or disconnect the first output shaft (200) with the locking piece (140);

The first conversion assembly (300) comprises a first clutch member (310) and a differential member (320) mounted on the first clutch member (310), wherein the first clutch member (310) is mounted on the first output shaft (200) and can move along the longitudinal direction of the first output shaft (200);

The first clutch member (310) sequentially passes through a first position, a second position and a third position in the moving process, when the first clutch member (310) is positioned at the first position, the first clutch member (310) and the first half-shaft gear (132) are separated from each other, and the differential member (320) and the locking member (140) are separated from each other;

When the first clutch member (310) is at the second position, the first clutch member (310) is connected to the first half-shaft gear (132), and the differential member (320) and the locking member (140) are separated from each other;

When the first clutch member (310) is in the third position, the first clutch member (310) is connected to the first half-shaft gear (132), and the differential member (320) is connected to the locking member (140);

the first conversion assembly (300) comprises a first clutch piston (330) and a differential piston (340), wherein the first clutch piston (330) and the differential piston (340) can move along the longitudinal direction of the first output shaft (200) in a controlled manner, and the differential piston (340) is connected with the differential piece (320);

In the process of moving the first clutch member (310) from the first position to the second position, one end of the differential piston (340) is connected with the differential member (320), the other end of the differential piston is abutted against the first clutch piston (330), the first clutch piston (330) drives the differential piston (340) and the differential member (320) to move until the first clutch member (310) moves to the second position, and the first clutch piston (330) stops moving;

during the process of moving the first clutch member (310) from the second position to the third position, the differential piston (340) and the first clutch piston (330) are separated from each other, and the differential member (320) is driven to move continuously.

2. The speed reducer assembly according to claim 1, wherein the first clutch member (310) is provided with a first face gear (311), the first half-shaft gear (132) is provided with a second face gear (133), and the first face gear (311) meshes with the second face gear (133) when the first clutch member (310) is connected to the first half-shaft gear (132);

The differential piece (320) is provided with a third end face gear (321), the locking piece (140) is provided with a fourth end face gear (141), and when the differential piece (320) is connected with the locking piece (140), the third end face gear (321) is connected with the fourth end face gear (141);

the tooth heights of the first face gear (311) and the second face gear (133) are greater than the tooth heights of the third face gear (321) and the fourth face gear (141).

3. The reducer assembly of claim 1, comprising a reducer housing (500), the reducer housing (500) having a first piston cavity (350) formed therein;

The differential piston (340) is movably arranged in the first piston cavity (350), the side wall of the differential piston (340) is abutted against the inner wall of the first piston cavity (350), the first clutch piston (330) is movably arranged in the first piston cavity (350), and the first clutch piston (330) is abutted against the inner wall of the first piston cavity (350);

The differential piston (340), one end of the first clutch piston (330) and the inner wall of the first piston cavity (350) define a first sealing cavity (351), the other end of the first clutch piston (330) and the inner wall of the first piston cavity (350) define a second sealing cavity (352), and the first sealing cavity (351) and the second sealing cavity (352) can be communicated with an external air source.

4. The reducer assembly of claim 1, wherein the first conversion component (300) further comprises a stop (540), the stop (540) being mounted on the path of movement of the first clutch piston (330), and the first clutch (310) moving to the second position when the first clutch piston (330) abuts the stop (540).

5. The speed reducer assembly according to claim 1, further comprising a speed reducer housing (500), wherein the first conversion component (300) further comprises a first shift fork shaft (360), a first fork (361) and a first elastic member (362), wherein the first shift fork shaft (360) is movably disposed on the speed reducer housing (500) along a longitudinal direction of the first output shaft (200) and is connected to the differential piston (340);

One end of the first shifting fork (361) is connected with the differential part (320), the other end of the first shifting fork is connected with the first shifting fork shaft (360), the first elastic part (362) is sleeved on the first shifting fork shaft (360), one end of the first elastic part (362) is abutted with the speed reducer shell (500), and the other end of the first elastic part is abutted with one end of the first shifting fork (361) deviating from the differential piston (340).

6. The speed reducer assembly of claim 5, wherein the first conversion component (300) further comprises a differential sensor (370) and a first clutch sensor (380);

when the first clutch member (310) is located between the first position and the second position, the first clutch sensor (380) and the differential sensor (370) are both separated from the first fork (361);

When the first clutch member (310) is positioned between the second position and the third position, the first clutch sensor (380) is abutted against the first fork (361), and the differential sensor (370) is separated from the first fork (361);

when the first clutch member (310) is located at the third position, the first clutch sensor (380) and the differential sensor (370) are both abutted with the first fork (361).

7. The speed reducer assembly according to claim 1, further comprising a speed reducer housing (500), the second conversion component (400) comprising a second clutch member (410) and a second clutch piston (420), the second clutch member (410) being mounted on the second output shaft (210) and being movable in a longitudinal direction of the second output shaft (210), the second clutch member (410) being connectable to or disconnectable from the second side gear (134) during movement;

A second piston cavity (430) is formed in the speed reducer shell (500), the second clutch piston (420) is movably installed in the second piston cavity (430) and is connected with the second clutch piece (410), the side wall of the second clutch piston (420) is abutted against the inner wall of the second piston cavity (430), so that one end of the second clutch piston (420) and the inner wall of the second piston cavity (430) define a sealed third sealing cavity (440), and the third sealing cavity (440) can be communicated with an external air source.

8. The speed reducer assembly according to claim 7, wherein the second conversion component (400) includes a second shift fork shaft (450), a second shift fork (460), and a second elastic member (470), the second shift fork shaft (450) being movably disposed on the speed reducer housing (500) in a longitudinal direction of the second output shaft (210) and connected to the second clutch piston (420);

One end of the second shifting fork (460) is connected with the second clutch piece (410), the other end of the second shifting fork is connected with the second shifting fork shaft (450), the second elastic piece (470) is sleeved on the second shifting fork shaft (450), one end of the second elastic piece (470) is abutted with the speed reducer shell (500), and the other end of the second elastic piece is abutted with one end of the second clutch piston (420) deviating from the third sealing cavity (440).

9. The reducer assembly of claim 8, wherein the second conversion component (400) further comprises a second clutch sensor (490) mounted to the reducer housing (500), the second clutch sensor (490) abutting the second shift rail (450) when the second clutch member (410) moves into engagement with the second side gear (134).

10. A vehicle comprising a speed reducer assembly as claimed in any one of claims 1 to 9.