CN212839203U - Speed reducer assembly for electric axle of commercial vehicle - Google Patents
Speed reducer assembly for electric axle of commercial vehicle Download PDFInfo
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- CN212839203U CN212839203U CN202021645821.8U CN202021645821U CN212839203U CN 212839203 U CN212839203 U CN 212839203U CN 202021645821 U CN202021645821 U CN 202021645821U CN 212839203 U CN212839203 U CN 212839203U
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Abstract
The utility model relates to a reducer assembly for commercial vehicle electric axle, which comprises a reducer, a motor and a differential mechanism; the reduction gear is still including locating in the casing: the first shaft is fixedly provided with an input driving gear and is connected with an output shaft of the motor; the second shaft comprises a first shaft section and a second shaft section which are coaxially arranged, the second shaft section can be selectively jointed with the first shaft section, an input driven gear and a normally meshed driving gear are fixedly connected to the first shaft section, the input driven gear is meshed with the input driving gear, an output driving gear is fixed to the second shaft section, the output driving gear is meshed with an output driven gear fixed on the differential, and at least one driven gear is sleeved on the second shaft section in an empty mode; the third axle is fixed with constant mesh driven gear and at least one driving gear on the third axle, constant mesh driven gear and constant mesh driving gear meshing, and this application has compact structure, small and the efficient effect of transmission.
Description
Technical Field
The utility model relates to an automobile parts technical field especially relates to a reduction gear assembly for commercial car electric axle.
Background
The main speed reducer assembly of the axle is a key part assembly on a heavy-duty automobile and mainly used for reducing the high rotating speed output by an engine so as to increase the driving force of the automobile.
In the prior art, the speed reducer of the electric vehicle axle part has two arrangement modes, which are respectively: 1. the engine or the motor, the transmission shaft and the electric axle reducer assembly are separately arranged; 2. the motor and the speed reducer assembly with the variable speed idler shaft are integrally arranged.
In the arrangement modes of the two, the first type has the disadvantages of multiple power transmission links, long transmission chain, low transmission efficiency, large volume and difficult arrangement; in the second arrangement, due to the existence of the idler shaft, the arrangement is relatively difficult, the number of gear transmission stages is large, and the transmission efficiency is low.
SUMMERY OF THE UTILITY MODEL
The utility model has the advantages of compact structure, small size and high transmission efficiency.
In order to solve the problems in the background art, the utility model discloses a realize through following technical scheme:
a speed reducer assembly for an electric axle of a commercial vehicle comprises a speed reducer, wherein the speed reducer comprises a shell, a motor is fixed on the shell, and a differential mechanism is also supported on the shell; the reduction gear is still including locating in the casing: the first shaft is fixedly provided with an input driving gear and is connected with an output shaft of the motor; the second shaft comprises a first shaft section and a second shaft section which are coaxially arranged, the second shaft section can be selectively jointed with the first shaft section, an input driven gear and a normally meshed driving gear are fixedly connected to the first shaft section, the input driven gear is meshed with the input driving gear, an output driving gear is fixed to the second shaft section, the output driving gear is meshed with an output driven gear fixed to the differential, and at least one driven gear is sleeved on the second shaft section in an empty mode; and the third shaft is fixedly provided with a constant-meshed driven gear and at least one driving gear, the constant-meshed driven gear is meshed with the constant-meshed driving gear, and the gear driving gear is meshed with the gear driven gear in a one-to-one correspondence manner.
As a further explanation of the utility model: the three gear driven gears are respectively a first gear driven gear, a second gear driven gear and a third gear driven gear; the gear driving gears are three and respectively comprise a first gear driving gear meshed with the first gear driven gear, a second gear driving gear meshed with the second gear driven gear and a third gear driving gear meshed with the third gear driven gear.
As a further explanation of the utility model: the reduction gear is still including locating in the casing: a second speed synchronizer for selectively engaging either the first speed driven gear or the second speed driven gear with the second shaft section; a third and fourth gear synchronizer for selectively engaging the first shaft segment or the third driven gear with the second shaft segment.
As a further explanation of the utility model: the output driving gear is located between the second-gear driven gear and the third-gear driven gear.
As a further explanation of the utility model: the input driving gear, the input driven gear, the constant mesh driving gear, the constant mesh driven gear, a plurality of the gear driving gear, a plurality of the gear driven gear, the output driving gear and the output driven gear are helical gears.
As a further explanation of the utility model: the first shaft is connected with an output shaft of the motor through a spline structure or a coupling.
Compared with the prior art, the utility model discloses following profitable technological effect has:
1. the utility model discloses the velocity ratio is big, the moment of torsion is big, stronger dynamic property has, and transmission efficiency is high, have better economic nature, can satisfy the operation requirement of commercial car, can not only realize the gear shift function, and the output driving gear is located between second gear driven gear and the third gear driven gear for this reduction gear assembly compact structure, the volume is littleer.
2. The utility model provides a drive gear all adopts the skewed tooth gear for this reduction gear transmission is steady, the noise is low, transmission efficiency is high and the transmission moment of torsion is big.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
fig. 2 is a schematic view of the internal structure of the speed reducer of the present invention;
fig. 3 is a schematic view of the transmission structure of the present invention.
1. A reducer housing assembly; 2. a motor; 3. a first shaft; 4. a second shaft; 41. a first shaft section; 42. a second shaft section; 5. a third axis; 6. a differential mechanism; 7. an output shaft; 8. a third gear synchronizer and a fourth gear synchronizer; 9. a second gear synchronizer; 10. an input driving gear; 11. an input driven gear; 12. a normally meshed drive gear; 13. a constant mesh driven gear; 14. a third gear driving gear; 15. a third-gear driven gear; 16. a second gear driving gear; 17. a second-gear driven gear; 18. a first gear driving gear; 19. a first-gear driven gear; 20. an output drive gear; 21. and outputting the driven gear.
Detailed Description
In order to make the aforementioned objects, features and advantages of the present invention more clearly understood, the present invention will be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the embodiments and features of the embodiments of the present application may be combined with each other without conflict.
In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate the position or positional relationship based on the position or positional relationship shown in the drawings, or the position or positional relationship which is usually placed when the product of the present invention is used, and are only for convenience of description and simplification of the description, but do not indicate or imply that the device or element referred to must have a specific position, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
Furthermore, the terms "horizontal", "vertical" and the like do not imply that the components are required to be absolutely horizontal or pendant, but rather may be slightly inclined. For example, "horizontal" merely means that the direction is more horizontal than "vertical" and does not mean that the structure must be perfectly horizontal, but may be slightly inclined.
In the description of the present invention, it should also be noted that, unless otherwise explicitly specified or limited, the terms "disposed," "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
As shown in fig. 1-2, a reducer assembly for an electric axle of a commercial vehicle comprises a reducer, wherein the reducer comprises a housing, a motor 2 is fixed on the housing, and a differential 6 is supported on the housing through a bearing.
The reducer further comprises a first shaft 3, a second shaft 4 and a third shaft 5 supported in the housing by bearings.
As shown in fig. 2 and 3, the first shaft 3 is connected to the output shaft 7 of the motor 2 through a spline shaft or a coupling, so that the connection mode is simple, the loss of transmission power is small, and the first shaft 3 is fixed with an input driving gear 10.
As shown in fig. 3, the second shaft 4 includes a first shaft segment 41 and a second shaft segment 42 coaxially disposed, and the second shaft segment 42 is selectively engageable with the first shaft segment 41, i.e., the second shaft segment 42 is engageable with the first shaft segment 41 to rotate synchronously with the first shaft segment 41, and the second shaft segment 42 and the first shaft segment 41 can also rotate independently. The input driven gear 11 and the normally meshed driving gear 12 are fixedly connected to the first shaft section 41, the normally meshed driving gear 12 is connected with the first shaft section 41 through an internal and external spline structure or in interference fit with the first shaft section 41, the input driven gear 11 is meshed with the input driving gear 10, and when the first shaft section 41 is not jointed with the second shaft section 42, the input driven gear 11 and the normally meshed driving gear 12 can freely rotate relative to the second shaft section 42; when the first shaft section 41 and the second shaft section 42 are engaged, the input driven gear 11 and the constant mesh driving gear 12 can rotate synchronously with the second shaft section 42.
An output driving gear 20 is fixed on the second shaft section 42, the specific output driving gear 20 and the second shaft section 42 are in an integrated structure, the output driving gear 20 is meshed with an output driven gear 21 fixed on the differential mechanism 6, and at least one driven gear is sleeved on the second shaft section 42 in a matching and empty mode through a bearing, namely the output driving gear 20 rotates synchronously along with the second shaft section 42, a plurality of gear driven gears can rotate relative to the second shaft section 42, and when the gear driven gears rotate, the second shaft section 42 can not rotate; wherein the output driven gear 21 and the differential gear 6 are bolted or welded.
As shown in fig. 2 and 3, a constant mesh driven gear 13 and at least one driving gear are fixed on the third shaft 5 by spline or interference fit, the constant mesh driven gear 13 is meshed with the constant mesh driving gear 12, and the plurality of gear driving gears are meshed with the plurality of gear driven gears in a one-to-one correspondence manner, that is, the constant mesh driven gear 13 and the plurality of gear driving gears all rotate synchronously with the third shaft 5.
Specifically, three gear driven gears are provided, namely a first gear driven gear, a second gear driven gear and a third gear driven gear; the output driving gear 20 is positioned between the second-gear driven gear and the third-gear driven gear, so that the structure of the speed reducer assembly is more compact; the gear driving gear is equipped with threely, respectively for with a grade 19 engaged with driven gear first gear driving gear 18, with second gear driven gear 17 engaged with second gear driving gear 16 and with third gear driven gear 15 engaged with third gear driving gear 14, optional, the utility model discloses well secondary shaft 4 and third axle 5 go up engaged with gear driving gear and gear driven gear can have a pair ofly or many pairs, and the gear output that specific logarithm and reduction gear assembly need matches.
The speed reducer further comprises a first-gear synchronizer and a second-gear synchronizer and a third-gear synchronizer, wherein the first-gear synchronizer 9 is used for selectively connecting the first-gear driven gear 19 or the second-gear driven gear 17 with the second shaft section 42, namely the second shaft section 42 can be connected with the first-gear driven gear 19 through the first-gear synchronizer 9 to synchronously rotate with the first-gear driven gear 19, or the second shaft section 42 can be connected with the second-gear driven gear 17 through the second-gear synchronizer 9 to synchronously rotate the second shaft section 42 and the second-gear driven gear 17, or the second shaft section 42 can be located at an intermediate position which is not connected with the first-gear driven gear 19 or the second-gear driven gear 17; the third-fourth synchronizer 8 is used to selectively engage the first shaft segment 41 or the third-fourth driven gear with the second shaft segment 42, i.e., the second shaft segment 42 can be engaged with the first shaft segment 41 through the third-fourth synchronizer 8 to rotate synchronously with the first shaft segment 41, or the second shaft segment 42 can be engaged with the third-fourth driven gear 15 through the third-fourth synchronizer 8 to rotate synchronously with the third-fourth driven gear 15, or the second shaft segment 42 can be located at an intermediate position where it is not engaged with either the first shaft segment 41 or the third-fourth driven gear 15.
The input driving gear 10, the input driven gear 11, the constant mesh driving gear 12, the constant mesh driven gear 13, the multiple gear driving gears, the multiple gear driven gears, the output driving gear 20 and the output driven gear 21 are helical gears, so that the speed reducer is stable in transmission, low in noise, high in transmission efficiency and large in transmission torque.
The utility model discloses a theory of operation does: the power output by the motor 2 is transmitted to the first shaft 3 through the output shaft 7, the input driving gear 10 on the first shaft 3 transmits the power to the input driven gear 11 on the first shaft section 41, and the input driven gear 11 drives the first shaft section 41 to synchronously rotate.
The first two-gear synchronizer 9 is connected with the first-gear driven gear 19 and the second shaft section 42, and the third four-gear synchronizer 8 is positioned at the middle position, and the speed reducer is in the first gear; the first two-gear synchronizer 9 is jointed with the second-gear driven gear 17 and the second shaft section 42, and the third four-gear synchronizer 8 is positioned at the middle position, and the speed reducer is in the second gear; the third and fourth-gear synchronizer 8 is connected with the third-gear driven gear 15 and the second shaft section 42, and the second-gear synchronizer 9 is positioned at the middle position, and the speed reducer is at the third gear; the third and fourth gear synchronizer 8 is jointed with the first shaft section 41 and the second shaft section 42, the second gear synchronizer 9 is positioned at the middle position, and the speed reducer is in the fourth gear at the moment; in the neutral position, the first-gear synchronizer 9 and the second-gear synchronizer 9 and the third-gear synchronizer 8 are both located at the middle positions. In reverse, the second-gear synchronizer 9 engages the first-gear driven gear 19 and the second shaft segment 42, and the power motor 2 rotates in reverse (i.e. in reverse direction with respect to the forward gear).
The embodiments given above are preferred examples for implementing the present invention, and the present invention is not limited to the above-described embodiments. Any non-essential addition and replacement made by the technical features of the technical solution of the present invention by those skilled in the art all belong to the protection scope of the present invention.
Claims (6)
1. A speed reducer assembly for an electric axle of a commercial vehicle comprises a speed reducer and is characterized in that the speed reducer comprises a shell, a motor is fixed on the shell, and a differential mechanism is also supported on the shell;
the reduction gear is still including locating in the casing: the first shaft is fixedly provided with an input driving gear and is connected with an output shaft of the motor;
the second shaft comprises a first shaft section and a second shaft section which are coaxially arranged, the second shaft section can be selectively jointed with the first shaft section, an input driven gear and a normally meshed driving gear are fixedly connected to the first shaft section, the input driven gear is meshed with the input driving gear, an output driving gear is fixed to the second shaft section, the output driving gear is meshed with an output driven gear fixed to the differential, and at least one gear driven gear is sleeved on the second shaft section in an empty mode;
and the third shaft is fixedly provided with a normally engaged driven gear and at least one gear driving gear, the normally engaged driven gear is engaged with the normally engaged driving gear, and the gear driving gear is engaged with the gear driven gear in a one-to-one correspondence manner.
2. The reducer assembly for an electric axle of a commercial vehicle according to claim 1, wherein the number of the gear driven gears is three, namely a first gear driven gear, a second gear driven gear and a third gear driven gear;
the gear driving gears are three and respectively comprise a first gear driving gear meshed with the first gear driven gear, a second gear driving gear meshed with the second gear driven gear and a third gear driving gear meshed with the third gear driven gear.
3. The speed reducer assembly for a commercial vehicle electric axle of claim 2, wherein the speed reducer further comprises, disposed within the housing:
a second speed synchronizer for selectively engaging either the first speed driven gear or the second speed driven gear with the second shaft section;
a third and fourth gear synchronizer for selectively engaging the first shaft segment or the third driven gear with the second shaft segment.
4. The speed reducer assembly for a commercial vehicle electric axle of claim 2, wherein the output drive gear is located between the second-speed driven gear and the third-speed driven gear.
5. The speed reducer assembly for a commercial vehicle electric axle of claim 1, wherein the input drive gear, the input driven gear, the constant mesh drive gear, the constant mesh driven gear, the plurality of gear drive gears, the plurality of gear driven gears, the output drive gear, and the output driven gear are skewed tooth gears.
6. The reducer assembly for an electric axle of a commercial vehicle according to claim 1, wherein the first shaft is connected with the output shaft of the motor through a spline structure or a coupling.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021645821.8U CN212839203U (en) | 2020-08-10 | 2020-08-10 | Speed reducer assembly for electric axle of commercial vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021645821.8U CN212839203U (en) | 2020-08-10 | 2020-08-10 | Speed reducer assembly for electric axle of commercial vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212839203U true CN212839203U (en) | 2021-03-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202021645821.8U Active CN212839203U (en) | 2020-08-10 | 2020-08-10 | Speed reducer assembly for electric axle of commercial vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212839203U (en) |
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2020
- 2020-08-10 CN CN202021645821.8U patent/CN212839203U/en active Active
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