CN111828583A - Main speed reducer of automobile drive axle - Google Patents
Main speed reducer of automobile drive axle Download PDFInfo
- Publication number
- CN111828583A CN111828583A CN202010788089.8A CN202010788089A CN111828583A CN 111828583 A CN111828583 A CN 111828583A CN 202010788089 A CN202010788089 A CN 202010788089A CN 111828583 A CN111828583 A CN 111828583A
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- Prior art keywords
- gear
- stage
- driven gear
- speed reducer
- differential
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- 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.)
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- 239000003638 chemical reducing agent Substances 0.000 title claims abstract description 44
- 238000013016 damping Methods 0.000 claims description 7
- 230000007246 mechanism Effects 0.000 claims description 6
- 230000009467 reduction Effects 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 abstract description 7
- 230000033001 locomotion Effects 0.000 abstract description 4
- 238000000034 method Methods 0.000 abstract description 4
- 238000009434 installation Methods 0.000 abstract description 3
- 230000008569 process Effects 0.000 abstract description 3
- 238000005520 cutting process Methods 0.000 description 9
- 230000008859 change Effects 0.000 description 2
- 238000005452 bending Methods 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 239000000084 colloidal system Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 238000004134 energy conservation Methods 0.000 description 1
- 230000006872 improvement Effects 0.000 description 1
- 238000003754 machining Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000003801 milling Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H55/00—Elements with teeth or friction surfaces for conveying motion; Worms, pulleys or sheaves for gearing mechanisms
- F16H55/02—Toothed members; Worms
- F16H55/08—Profiling
- F16H55/0806—Involute profile
- F16H55/0813—Intersecting-shaft arrangement of the toothed members
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Retarders (AREA)
Abstract
The invention belongs to the technical field of automobile drive axles, and particularly discloses a main speed reducer of an automobile drive axle, aiming at improving the bearing capacity of the speed reducer and eliminating axial component force. The main speed reducer of the automobile drive axle comprises a speed reducer shell, an input shaft and an intermediate shaft which are respectively and rotatably arranged in the speed reducer shell, and a differential assembly which is rotatably arranged on the speed reducer shell; an I-stage driven gear and an II-stage driving gear are arranged on the intermediate shaft, an I-stage driving gear meshed with the I-stage driven gear is arranged on the input shaft, and an II-stage driven gear meshed with the II-stage driving gear is arranged on a differential shell of the differential assembly; the I-stage driving gear, the I-stage driven gear, the II-stage driving gear and the II-stage driven gear are all circular arc toothed line cylindrical gears. The circular arc tooth trace cylindrical gear is adopted for transmission, the bearing capacity of the main speed reducer on the same platform can be improved, the axial component force is eliminated, automatic centering can be realized in the installation and gear meshing processes, and the phenomenon of axial movement of the gear is eliminated.
Description
Technical Field
The invention belongs to the technical field of automobile drive axles, and particularly relates to a main speed reducer of an automobile drive axle.
Background
The automobile is rapidly developing along the direction of light weight and energy conservation, wherein the electric drive axle main reducer of a new energy automobile has a plurality of platforms, the respective platforms do not reach the maximum bearing, and the surplus exists; along with the improvement of the power density, the light weight design of replacing a large platform with a small platform is realized. The main speed reducer can change the torque and the rotating speed in a drive axle, the existing main speed reducer of the electric drive axle usually adopts a two-stage straight toothed spur gear or a two-stage helical toothed spur gear speed reduction structure, wherein the straight toothed bearing capacity is limited, and helical gear transmission has axial component force, so the following problems often exist:
1) the bearing capacity of straight teeth of the platform with the same size is weaker than that of helical teeth, and the space for improving power density is limited;
2) the alignment problem needs to be considered in the assembly of a single pair of straight teeth, and unbalance loading is easy to occur; the problem of unilateral axial component force exists in single-pair helical gear transmission, and the rotation direction arrangement of gears needs to be considered in multiple pairs of gear transmission to balance the axial force;
3) the coincidence degree of the straight gear is small, the coincidence degree of the platform helical gear with the same size is slightly larger than that of the straight gear, but the straight gear or the helical gear is easy to knock, so that the system generates vibration noise.
Disclosure of Invention
The invention provides a main speed reducer of an automobile drive axle, aiming at improving the bearing capacity of the speed reducer and eliminating axial component force.
The technical scheme adopted by the invention for solving the technical problems is as follows: the main speed reducer of the automobile drive axle comprises a speed reducer shell, an input shaft and an intermediate shaft which are respectively and rotatably arranged in the speed reducer shell, and a differential assembly which is rotatably arranged on the speed reducer shell; the shaft axis of the input shaft, the shaft axis of the intermediate shaft and the shaft axis of the output shaft of the differential assembly are parallel to each other; the differential mechanism assembly comprises an intermediate shaft, an input shaft, a differential mechanism assembly and a differential mechanism assembly, wherein the intermediate shaft is provided with an I-stage driven gear and a II-stage driving gear; the I-stage driving gear, the I-stage driven gear, the II-stage driving gear and the II-stage driven gear are all circular arc toothed line cylindrical gears.
Further, a motor flange is arranged on the speed reducer shell.
Further, the input end of the input shaft penetrates out of the speed reducer shell and penetrates through the motor flange, and a spline structure for connection is arranged on the input end of the input shaft.
Further, the input shaft is disposed within the reducer housing by a roller bearing.
Further, the intermediate shaft is arranged in the reducer housing through a first tapered roller bearing.
Further, the differential assembly is disposed on the reducer case through a second tapered roller bearing.
Furthermore, the II-stage driven gear and the differential shell are connected in a matched mode through assembling end faces of the II-stage driven gear, at least three lining grooves distributed in an annular array mode according to the axial lead of the II-stage driven gear are formed in the assembling end face of the II-stage driven gear, and vibration reduction linings attached to the assembling end face of the differential shell are arranged in the lining grooves.
Further, the vibration damping pad is made of rubber.
Further, the II-stage driven gear and the differential shell are connected together through a bolt.
The invention has the beneficial effects that:
1) the I-level driving gear, the I-level driven gear, the II-level driving gear and the II-level driven gear which are all circular arc toothed cylindrical gears are adopted for transmission, meshing lines of concave surfaces and convex surfaces of the gears are in a quasi-hyperbolic curve shape, and the meshing lines of the gears are longer than those of straight-tooth cylindrical gears with the same size, so that the meshing contact ratio of the gears is improved, and the bending resistance of each tooth is improved.
2) The meshing line of the circular arc tooth trace cylindrical gear is symmetrical about the middle section of the cylindrical gear, the gear contour line of the middle section of the cylindrical gear is an involute, no axial component force exists in the working process of the gear, the gear can be automatically centered in the installation and gear meshing processes, and the phenomenon of axial movement of the gear is eliminated.
3) The gear meshing line of the circular arc tooth trace cylindrical gear is an arc on a large circle, the large cutter head rotates and carries out translation, the gear rotates around an axis blank of the gear and carries out translation along the radial direction, and the large cutter head and the gear are matched to realize tooth groove cutting, so that the space meshing track of the gear is ensured, and the gear cutting efficiency of the gear can be greatly improved.
4) The damping liner that sets up can change the contact rigidity between II level driven gear's the fitting end face and the fitting end face of poor shell, not only can improve fixed effect, can reduce noise at work moreover, reduces output stage vibration response.
Drawings
FIG. 1 is a schematic diagram of an embodiment of the present invention;
labeled as: the differential mechanism comprises a speed reducer housing 100, a motor flange 110, an input shaft 200, a stage I driving gear 210, a spline structure 221, a roller bearing 230, an intermediate shaft 300, a stage I driven gear 310, a stage II driving gear 320, a first tapered roller bearing 330, a differential assembly 400, a differential housing 410, a stage II driven gear 420 and a second tapered roller bearing 430.
Detailed Description
The invention will be further described with reference to the accompanying drawings.
As shown in fig. 1, the final drive for the drive axle of the automobile comprises a reducer casing 100, an input shaft 200 and an intermediate shaft 300 rotatably disposed in the reducer casing 100, respectively, and a differential assembly 400 rotatably disposed on the reducer casing 100; the axial lead of the input shaft 200, the axial lead of the intermediate shaft 300 and the axial lead of the output shaft of the differential assembly 400 are mutually parallel; the intermediate shaft 300 is provided with a stage I driven gear 310 and a stage II driving gear 320, the input shaft 200 is provided with a stage I driving gear 210 engaged with the stage I driven gear 310, and the differential case 410 of the differential assembly 400 is provided with a stage II driven gear 420 engaged with the stage II driving gear 320; the stage I driving gear 210, the stage I driven gear 310, the stage II driving gear 320 and the stage II driven gear 420 are all circular arc toothed cylindrical gears.
The circular arc tooth trace cylindrical gear is derived from a curve tooth cylindrical gear, and is a novel gear; the meshing line of the gear is changed into a hyperbolic curve in space, so that the transmission characteristics of the traditional gear are maintained, and the impact condition of gear meshing starting can be effectively eliminated. Compared with straight teeth or helical teeth with the same platform size, the contact line of the circular arc tooth trace cylindrical gear is an arc line which is longer than the meshing line of the straight teeth or helical teeth, namely, the tooth root is formed into an arch tooth shape from the top, and the tooth root is widened.
The circular arc toothed cylindrical gear can be rotationally machined by a large cutter head method, double-edge cutting is adopted, a rotary cutter head for machining the circular arc toothed gear is installed on a machine tool spindle and rotates around the axis of the rotary cutter head, a milling cutter is fixed on the cutter head and rotates along with the cutter head, included angles between an inner cutting edge and an outer cutting edge and between the axis of the cutter and the axis of the rotary cutter head are all pressure angles alpha, the cutting edges rotate along with the cutter head for a circle to form two conical surfaces, the outer cutting edge is a positive cone (a concave surface is machined), and the inner cutting edge is an. During cutting, a workpiece rotates around the axis of the workpiece, on the one hand, the workpiece moves in a reciprocating mode in the horizontal direction, tight generating motion is formed between the workpiece and the cutter, the cutter cuts concave and convex surfaces of tooth surfaces at the same time during processing, and after one pair of tooth surfaces is processed, the next pair of tooth surfaces needs to be subjected to indexing processing until the whole gear is processed.
The reducer casing 100 is a main body part of the main reducer of the automobile drive axle, and a motor flange 110 for mounting a motor is generally disposed thereon. The input end of the input shaft 200 penetrates out of the reducer shell 100 and penetrates through the motor flange 110, and a spline structure 221 for connection is arranged on the input end of the input shaft 200; the spline structure 221 is adapted to mate with an internal spline carried by the power take-off shaft of the motor.
The input shaft 200 is provided with an I-stage driving gear 210, and the input shaft 200 is preferably processed into a gear shaft with the I-stage driving gear 210; the input shaft 200 is generally disposed in the reducer casing 100 through a roller bearing 230, the roller bearing 230 is generally two and is disposed on two sides of the I-stage driven gear 310, a retainer ring is generally disposed on the input shaft 200 for ensuring the installation position of the I-stage driven gear 310, and an oil seal is generally sleeved outside the retainer ring. One end of the input shaft 200 is the input end and a bearing lock washer is typically secured to the other end of the input shaft 200 by a driven tooth attachment bolt.
An intermediate shaft 300 is located between the input shaft 200 and the differential assembly 400 and is generally disposed within the reducer case 100 by first tapered roller bearings 330, typically two in number, at either end of the intermediate shaft 300.
The differential assembly 400 is generally disposed on the reducer case 100 by means of second tapered roller bearings 430, the second tapered roller bearings 430 being generally two and supported at both ends of the differential case 410 of the differential assembly 400; the differential case 410 houses the side gears, planetary gears and planetary gear shafts of the differential assembly 400.
Preferably, the stage II driven gear 420 and the differential case 410 are connected by fitting end faces of each other, at least three pad grooves distributed in an annular array around the axis of the stage II driven gear 410 are disposed on the fitting end face of the stage II driven gear 420, and a vibration damping pad attached to the fitting end face of the differential case 410 is disposed in the pad groove. The damping pad is generally made of an elastic material, preferably rubber; preferably, the vibration-damping pad is a part formed by interweaving a plurality of layers of metal meshes and filling colloid, and has good rigidity and damping. After the vibration reduction liner is installed, the contact rigidity between the assembling end face of the II-stage driven gear 420 and the assembling end face of the differential shell 410 can be improved, the modal property of the II-stage driven gear 420 is changed, the inherent modal value is improved, and therefore frequency avoidance is achieved effectively.
Specifically, the stage II driven gear 420 and the differential case 410 are bolted together.
When the main speed reducer of the automobile drive axle is assembled with the motor, the power output shaft of the motor is provided with an internal spline, the spline structure 221 on the input end of the input shaft 200 is an external spline, and the internal spline and the external spline are matched to realize power transmission; the motor housing flange is matched with the motor flange 110 to realize the fixed connection of the motor and the speed reducer. After power is transmitted into the speed reducer, the I-stage driving gear 210 is meshed with the I-stage driven gear 310, the power is transmitted to the II-stage driving gear 320, and the II-stage driving gear 320 is meshed with the II-stage driven gear 420 to transmit the power. When the automobile drive axle main reducer is applied to an automobile, when the automobile runs in a straight line, power transmitted by the II-stage driven gear 420 is transmitted to the half shaft gear through the differential shell 410, and then is transmitted out through the half shaft gear spline, specifically, the power is transmitted to wheels through the spline matching with the wheel half shaft, and at the moment, the half shaft gear and the planetary gear do not rotate; when the automobile turns, because the rotating speeds of the left wheel and the right wheel are inconsistent, the planetary gear and the half axle gear rotate relatively, the smooth output of power and normal turning are ensured, and the differential motion function is realized.
The main reducer of the automobile drive axle can meet the complex power requirements of high-speed constant power, low-speed constant torque and wide speed regulation range of the automobile; meanwhile, the vibration condition of the output gear during working is reduced, and the NVH level of the single body is improved. NVH is an abbreviation from Noise, Vibration, Harshness in english, which is a comprehensive question for measuring the quality of automobile manufacture.
Claims (9)
1. Automobile drive axle final drive, including retarder housing (100), its characterized in that: the differential mechanism also comprises an input shaft (200) and an intermediate shaft (300) which are respectively and rotatably arranged in the reducer shell (100), and a differential mechanism assembly (400) which is rotatably arranged on the reducer shell (100); the axial lead of the input shaft (200), the axial lead of the intermediate shaft (300) and the axial lead of the output shaft of the differential assembly (400) are mutually parallel; an I-stage driven gear (310) and an II-stage driving gear (320) are arranged on the intermediate shaft (300), an I-stage driving gear (210) meshed with the I-stage driven gear (310) is arranged on the input shaft (200), and an II-stage driven gear (420) meshed with the II-stage driving gear (320) is arranged on a differential shell (410) of the differential assembly (400); the I-stage driving gear (210), the I-stage driven gear (310), the II-stage driving gear (320) and the II-stage driven gear (420) are all circular arc toothed cylindrical gears.
2. The final drive for a transaxle of an automobile according to claim 1, wherein: and a motor flange (110) is arranged on the speed reducer shell (100).
3. The final drive for an automotive transaxle of claim 2, wherein: the input end of the input shaft (200) penetrates out of the speed reducer shell (100) and penetrates through the motor flange (110), and a spline structure (221) for connection is arranged on the input end of the input shaft (200).
4. The final drive for a transaxle of an automobile according to claim 1, wherein: the input shaft (200) is arranged in the gear housing (100) by means of a roller bearing (230).
5. The final drive for a transaxle of an automobile according to claim 1, wherein: the intermediate shaft (300) is arranged in the gear housing (100) by means of a first tapered roller bearing (330).
6. The final drive for a transaxle of an automobile according to claim 1, wherein: the differential assembly (400) is arranged on the reducer housing (100) through a second tapered roller bearing (430).
7. The final drive for a transaxle of an automobile according to any one of claims 1 to 6, wherein: the II-stage driven gear (420) and the differential shell (410) are connected in a matched mode through assembling end faces of the II-stage driven gear (420), at least three lining grooves distributed in an annular array mode according to the axial lead of the II-stage driven gear (410) are formed in the assembling end face of the II-stage driven gear (420), and vibration reduction linings attached to the assembling end face of the differential shell (410) are arranged in the lining grooves.
8. The final drive for an automotive transaxle of claim 7, wherein: the vibration damping pad is made of rubber.
9. The final drive for an automotive transaxle of claim 7, wherein: the II-stage driven gear (420) and the differential shell (410) are connected together through bolts.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010788089.8A CN111828583A (en) | 2020-08-07 | 2020-08-07 | Main speed reducer of automobile drive axle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010788089.8A CN111828583A (en) | 2020-08-07 | 2020-08-07 | Main speed reducer of automobile drive axle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN111828583A true CN111828583A (en) | 2020-10-27 |
Family
ID=72920887
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010788089.8A Pending CN111828583A (en) | 2020-08-07 | 2020-08-07 | Main speed reducer of automobile drive axle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111828583A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112196975A (en) * | 2020-11-06 | 2021-01-08 | 东风柳州汽车有限公司 | New forms of energy car rear axle reduction gear |
| CN114458746A (en) * | 2022-02-11 | 2022-05-10 | 智新科技股份有限公司 | Differential mechanism, speed reducer assembly and automobile |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101328956A (en) * | 2008-07-22 | 2008-12-24 | 扬州大学 | Automobile speed variator of arc teeth cylindrical gear pair transmission |
| CN201225383Y (en) * | 2008-07-22 | 2009-04-22 | 扬州大学 | Arc teeth cylindrical gear speed reducer |
| CN202023886U (en) * | 2011-05-03 | 2011-11-02 | 株洲欧格瑞传动股份有限公司 | Electric vehicle reducer |
| CN104315088A (en) * | 2014-08-29 | 2015-01-28 | 四川大学 | Novel cycloid needle roller damping speed reducer |
| CN106438920A (en) * | 2016-08-15 | 2017-02-22 | 四川大学 | Variable-double-curve circular-arc-tooth-trace cylindrical gear |
| CN107842587A (en) * | 2017-11-02 | 2018-03-27 | 西安法士特汽车传动有限公司 | A kind of motor side drives pure electric vehicle central reducer unit |
| CN110748622A (en) * | 2019-10-17 | 2020-02-04 | 一汽解放汽车有限公司 | Middle axle main reducer assembly with rear bevel gear clutch mechanism |
-
2020
- 2020-08-07 CN CN202010788089.8A patent/CN111828583A/en active Pending
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101328956A (en) * | 2008-07-22 | 2008-12-24 | 扬州大学 | Automobile speed variator of arc teeth cylindrical gear pair transmission |
| CN201225383Y (en) * | 2008-07-22 | 2009-04-22 | 扬州大学 | Arc teeth cylindrical gear speed reducer |
| CN202023886U (en) * | 2011-05-03 | 2011-11-02 | 株洲欧格瑞传动股份有限公司 | Electric vehicle reducer |
| CN104315088A (en) * | 2014-08-29 | 2015-01-28 | 四川大学 | Novel cycloid needle roller damping speed reducer |
| CN106438920A (en) * | 2016-08-15 | 2017-02-22 | 四川大学 | Variable-double-curve circular-arc-tooth-trace cylindrical gear |
| CN107842587A (en) * | 2017-11-02 | 2018-03-27 | 西安法士特汽车传动有限公司 | A kind of motor side drives pure electric vehicle central reducer unit |
| CN110748622A (en) * | 2019-10-17 | 2020-02-04 | 一汽解放汽车有限公司 | Middle axle main reducer assembly with rear bevel gear clutch mechanism |
Non-Patent Citations (1)
| Title |
|---|
| 马登秋等: "圆弧齿线圆柱齿轮减速器设计及传动性能分析", 《机电工程》 * |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112196975A (en) * | 2020-11-06 | 2021-01-08 | 东风柳州汽车有限公司 | New forms of energy car rear axle reduction gear |
| CN114458746A (en) * | 2022-02-11 | 2022-05-10 | 智新科技股份有限公司 | Differential mechanism, speed reducer assembly and automobile |
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Application publication date: 20201027 |