CN215257688U - Speed reducer for vehicle and vehicle with speed reducer - Google Patents
Speed reducer for vehicle and vehicle with speed reducer Download PDFInfo
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- CN215257688U CN215257688U CN202121199672.1U CN202121199672U CN215257688U CN 215257688 U CN215257688 U CN 215257688U CN 202121199672 U CN202121199672 U CN 202121199672U CN 215257688 U CN215257688 U CN 215257688U
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- 230000009467 reduction Effects 0.000 abstract description 26
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- 238000001816 cooling Methods 0.000 description 2
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Abstract
The utility model discloses a vehicle that is used for reduction gear of vehicle and has it. The decelerator for a vehicle includes: a first input shaft and a second input shaft; the first intermediate shaft is linked with the first input shaft, and the second intermediate shaft is linked with the second input shaft; the first output shaft is linked with the first middle shaft and is connected with the right wheel, and the second output shaft is linked with the second middle shaft and is connected with the left wheel; the projections of the first intermediate shaft and the second intermediate shaft on the XY plane are at least partially opposite in the front-back direction or/and the projections of the first intermediate shaft and the second intermediate shaft on the YZ plane are at least partially opposite in the up-down direction. According to the utility model discloses a reduction gear for vehicle, first jackshaft and the parallel and at least partial overlapping of second jackshaft are arranged to be favorable to reducing the size of reduction gear, and then be favorable to the whole car of reduction gear to carry on.
Description
Technical Field
The utility model relates to an automotive filed particularly, relates to a vehicle that is used for reduction gear of vehicle and has it.
Background
In the related art, the dual-motor reducer is generally a left-side motor driving a left-side wheel, a right-side motor driving a right-side wheel, and an intermediate shaft between the left-side motor and the left-side wheel and an intermediate shaft between the right-side motor and the right-side wheel are arranged side by side in the left-right direction of the vehicle.
SUMMERY OF THE UTILITY MODEL
In view of the above, the present invention is directed to a retarder for a vehicle and a vehicle having the same to reduce the size of the retarder.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a decelerator for a vehicle comprising: a first input shaft and a second input shaft; the first intermediate shaft is linked with the first input shaft, and the second intermediate shaft is linked with the second input shaft; the first output shaft is linked with the first middle shaft and is connected with the right wheel, and the second output shaft is linked with the second middle shaft and is connected with the left wheel; wherein the projections of the first intermediate shaft and the second intermediate shaft on the XY plane are at least partially opposite in the front-back direction or/and the projections of the first intermediate shaft and the second intermediate shaft on the YZ plane are at least partially opposite in the up-down direction.
According to some embodiments of the invention, the first input shaft is located on the left side of the second input shaft, and the first output shaft is located on the right side of the second output shaft.
Furthermore, a first gear set is arranged at the left end of the first input shaft and the left end of the first intermediate shaft, a second gear set is arranged between the right end of the first intermediate shaft and the first output shaft, a third gear set is arranged at the right end of the second input shaft and the right end of the second intermediate shaft, and a fourth gear set is arranged between the left end of the second intermediate shaft and the second output shaft.
Further, the first gear set includes: a first driving gear and a first intermediate gear engaged with each other, the first driving gear being disposed on the first input shaft, the first intermediate gear being disposed at a left end of the first intermediate shaft, the second gear set including: a second intermediate gear and a first driven gear that mesh with each other, the second intermediate gear being provided on a right end of the first intermediate shaft, the first driven gear being provided on the first output shaft; the third gear set includes: a second driving gear provided on the second input shaft and a third intermediate gear provided at a right end of the second intermediate shaft, the second driving gear and the third intermediate gear being engaged with each other, the fourth gear set including: a fourth intermediate gear and a second driven gear that mesh with each other, the fourth intermediate gear being provided on a left end of the second intermediate shaft, the second driven gear being provided on the second output shaft.
Further, the retarder for a vehicle further includes: the middle yoke plate is arranged in the speed reducer shell to divide the speed reducer shell into a left shell and a right shell; the left ends of the first input shaft and the second output shaft are arranged on the left shell, the right ends of the first input shaft and the second output shaft are arranged on the middle connecting plate, the right ends of the second input shaft and the first output shaft are arranged on the right shell, and the left ends of the second input shaft and the first output shaft are arranged on the middle connecting plate.
Further, the left end of the first input shaft and the right end of the second input shaft are respectively mounted on the left housing and the right housing through ball bearings.
Furthermore, a first oil path is arranged on the middle connecting plate, and second oil paths communicated with the first oil path are respectively arranged on the first input shaft and the second input shaft.
Further, the retarder for a vehicle further includes: and the right end of the first input shaft and the left end of the second input shaft are nested with each other and can rotate relatively, and the left end of the first output shaft and the right end of the second output shaft are nested with each other and can rotate relatively.
Needle bearings are disposed between the right end outer peripheral surface of the first input shaft and the left end inner peripheral surface of the second input shaft, and between the left end inner peripheral surface of the first output shaft and the right end outer peripheral surface of the second output shaft.
Further, thrust bearings are arranged between the left end face of the second input shaft and the right end shoulder of the first input shaft, and between the left end face of the first output shaft and the right end shoulder of the second output shaft; ball bearings are arranged between the left end of the first input shaft and the left shell, between the right end of the second input shaft and the right shell, and conical bearings are arranged between the right end of the first output shaft and the right shell, and between the left end of the second output shaft and the left shell.
According to the utility model discloses a some embodiments, first input shaft with the coaxial setting of second input shaft and symmetry about in the direction, first output shaft with the coaxial setting of second output shaft and symmetry about in the direction.
Compared with the prior art, a reduction gear for vehicle have following advantage:
according to the utility model discloses a reduction gear for vehicle, different rotational speed and the moment of torsion can be inputed to first input shaft and second input shaft to realize the differential of first output shaft and second output shaft, thereby can realize the differential motion of left and right sides wheel, in addition, first jackshaft and the parallel and at least partial overlapping arrangement of second jackshaft, thereby be favorable to reducing the size of reduction gear, and then be favorable to the whole car of reduction gear to carry on.
Another object of the present invention is to provide a vehicle to reduce the size of the speed reducer.
In order to achieve the above purpose, the technical scheme of the utility model is realized like this:
a vehicle comprising the retarder described above; the left side motor is connected with the first input shaft, and the right side motor is connected with the second input shaft; the left side wheel and with the right side wheel that the left side wheel just right side in the left-right direction, the left side wheel with the second output shaft links to each other, the right side wheel links to each other with first output shaft.
Compared with the prior art, the vehicle of the utility model has the following advantages:
according to the utility model discloses the vehicle, different rotational speed and the moment of torsion can be inputed to the first input shaft and the second input shaft of its reduction gear to realize the differential of first output shaft and second output shaft, thereby can realize the differential motion of left and right sides wheel, so that turning to and getting rid of poverty of vehicle, first jackshaft and second jackshaft can be parallel and at least part overlapping arrangement, thereby be favorable to reducing the size of reduction gear, the integrated level of reduction gear is high, moreover, the steam generator is compact in structure, and then be favorable to the whole car of reduction gear to carry on.
Drawings
The accompanying drawings, which form a part hereof, are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention without undue limitation. In the drawings:
FIG. 1 is a schematic view of a speed reducer according to an embodiment of the present invention;
fig. 2 is a left side view of the speed reducer according to the embodiment of the present invention;
fig. 3 is a schematic position diagram of the first and second intermediate shafts of the embodiment of the present invention;
FIG. 4 is a cross-sectional view of a speed reducer of an embodiment of the present invention at a first intermediate shaft;
FIG. 5 is a cross-sectional view of the speed reducer of the embodiment of the present invention at the second intermediate shaft;
fig. 6 is a schematic diagram of nesting of a first output shaft and a second output shaft of a speed reducer according to an embodiment of the present invention.
Description of reference numerals:
the first input shaft 11, the first driving gear 111, the second input shaft 12, the second driving gear 121, the first intermediate shaft 21, the first intermediate gear 211, the second intermediate gear 212, the second intermediate shaft 22, the third intermediate gear 221, the fourth intermediate gear 222, the first output shaft 31, the first driven gear 311, the second output shaft 32, the second driven gear 321, the first gear set 41, the second gear set 42, the third gear set 43, the fourth gear set 44, the reducer housing 5, the left housing 51, the right housing 52, the intermediate link plate 6, the first oil passage 61, the second oil passage 62, the external oil passage 63, the ball bearing 71, the needle roller bearing 72, the thrust bearing 73, the cone bearing 74, the left side motor 81, and the right side motor 82.
Detailed Description
It should be noted that, in the present invention, the embodiments and features of the embodiments may be combined with each other without conflict.
The present invention will be described in detail with reference to fig. 1 to 6 in conjunction with the embodiments.
Referring to fig. 1 to 5, a decelerator for a vehicle according to an embodiment of the present invention includes: first input shaft 11, second input shaft 12, first intermediate shaft 21, second intermediate shaft 22, first output shaft 31, and second output shaft 32.
The first input shaft 11 is used for inputting power, the first intermediate shaft 21 is linked with the first input shaft 11, the first output shaft 31 is linked with the first intermediate shaft 21 and connected with the right wheels, the first intermediate shaft 21 can reduce the speed and increase the torque of the power input by the first input shaft 11 and transmit the power to the first output shaft 31, and the first output shaft 31 can drive the right wheels of the vehicle.
The second input shaft 12 is used for inputting power, the second intermediate shaft 22 is linked with the second input shaft 12, the second output shaft 32 is linked with the second intermediate shaft 22 and connected with the left wheel, the second intermediate shaft 22 can reduce the speed and increase the torque of the power input by the second input shaft 12 and transmit the power to the second output shaft 32, and the second output shaft 32 can drive the left wheel of the vehicle.
In an embodiment of the present invention, the projections of the first intermediate shaft 21 and the second intermediate shaft 22 on the XY plane are at least partially aligned in the front-rear direction, that is, as shown in fig. 1, in the left-right direction of the vehicle, the first intermediate shaft 21 and the second intermediate shaft 22 are at least partially overlapped, thereby facilitating to reduce the occupied space of the whole of the first intermediate shaft 21 and the second intermediate shaft 22 in the left-right direction of the vehicle, so that the speed reducer is disposed on the vehicle with a small wheel base.
In another embodiment of the present invention, the projections of the first intermediate shaft 21 and the second intermediate shaft 22 on the YZ plane are at least partially aligned in the up-down direction, that is, referring to fig. 1 to 3, in the up-down direction of the vehicle, the first intermediate shaft 21 and the second intermediate shaft 22 are at least partially overlapped, so as to facilitate reducing the occupied space of the first intermediate shaft 21 and the second intermediate shaft 22 in the up-down direction of the vehicle, so that the speed reducer can be disposed on the vehicle with a smaller vehicle body height.
In the utility model discloses a first jackshaft 21 and second jackshaft 22 projection on the XY plane is at least partially just right in the front and back orientation, and first jackshaft 21 and second jackshaft 22 projection on the YZ plane is at least partially just right in the up-down direction, that is to say, first jackshaft 21 and second jackshaft 22 can parallel arrangement, on the left and right sides orientation of vehicle, first jackshaft 21 and second jackshaft 22 overlap at least partially, and on the upper and lower orientation of vehicle, first jackshaft 21 and second jackshaft 22 overlap at least partially, thereby be favorable to reducing the size of reduction gear, and then be favorable to the whole car of reduction gear to carry on.
According to the utility model discloses a reduction gear for vehicle, first input shaft 11 and second input shaft 12 can input different rotational speed and moment of torsion to realize the differential of first output shaft 31 and second output shaft 32, thereby can realize the differential motion of left and right sides wheel, in addition, first jackshaft 21 and second jackshaft 22 can be parallel and at least part overlapping arrangement, thereby be favorable to reducing the size of reduction gear, and then be favorable to the whole car of reduction gear to carry on.
Referring to fig. 1 to 5, the first input shaft 11 is located at the left side of the second input shaft 12, and the first output shaft 31 is located at the right side of the second output shaft 32, so that the two power paths output by the first input shaft 11 and the second input shaft 12 can be crossed, that is, the power transmitted by the first input shaft 11 at the left side is transmitted to the first output shaft 31 at the right side through the first intermediate shaft 21, the power transmission path is as shown by arrow a in fig. 4, the power transmitted by the second input shaft 12 at the right side is transmitted to the second output shaft 32 at the left side through the second intermediate shaft 22, the power transmission path is as shown by arrow b in fig. 5, therefore, the gear on the first intermediate shaft 21, which is in transmission with the first input shaft 11, can have a larger interval with the gear on the first intermediate shaft 21, which is in transmission with the first output shaft 31, and the gear on the second intermediate shaft 22, which is in transmission with the second input shaft 12, can have a larger interval with the gear on the second intermediate shaft 22, which is in transmission with the second output shaft 32 Furthermore, in the limited space in the casing of the speed reducer, the left end and the right end of the first intermediate shaft 21 can be connected with the casing by using the ball bearing 71 and the ball bearing 71, and the left end and the right end of the second intermediate shaft 22 can be connected with the casing by using the ball bearing 71 and the ball bearing 71, so that the speed reducer can be assembled conveniently, the cost of the speed reducer can be reduced, and the reliability of the speed reducer is improved.
Referring to fig. 1, the first input shaft 11 and the left end of the first intermediate shaft 21 are provided with a first gear set 41, and the first gear set 41 includes: a first driving gear 111 and a first intermediate gear 211 engaged with each other, the first driving gear 111 being disposed on the first input shaft 11, the first intermediate gear 211 being disposed at the left end of the first intermediate shaft 21.
Referring to fig. 1, a second gear set 42 is provided between the right end of the first intermediate shaft 21 and the first output shaft 31, and the second gear set 42 includes: a second intermediate gear 212 and a first driven gear 311 that mesh with each other, the second intermediate gear 212 being provided on the right end of the first intermediate shaft 21, the first driven gear 311 being provided on the first output shaft 31.
Referring to fig. 1, a third gear set 43 is disposed at the right end of second input shaft 12 and second intermediate shaft 22, and third gear set 43 includes: a second driving gear 121 and a third intermediate gear 221 that mesh with each other, the second driving gear 121 being disposed on the second input shaft 12, and the third intermediate gear 221 being disposed at the right end of the second intermediate shaft 22.
Referring to fig. 1, a fourth gear set 44 is disposed between the left end of the second intermediate shaft 22 and the second output shaft 32, and the fourth gear set 44 includes: a fourth intermediate gear 222 and a second driven gear 321 that mesh with each other, the fourth intermediate gear 222 being provided on the left end of the second intermediate shaft 22, the second driven gear 321 being provided on the second output shaft 32.
As shown in fig. 1 to 5, the first intermediate gear 211 is disposed at the left end of the first intermediate shaft 21, the second intermediate gear 212 is disposed at the right end of the first intermediate shaft 21, and the first intermediate gear 211 and the second intermediate gear 212 have a large left-right interval, so that the left and right ends of the first intermediate shaft 21 can be connected to the housing using the ball bearing 71 and the ball bearing 71. The third intermediate gear 221 is disposed at the right end of the second intermediate shaft 22, the fourth intermediate gear 222 is disposed at the left end of the second intermediate shaft 22, and the third intermediate gear 221 and the fourth intermediate gear 222 have a large left-right interval, so that the left and right ends of the second intermediate shaft 22 can be connected to the housing using the ball bearing 71 and the ball bearing 71 in a supporting manner.
In some embodiments of the present invention, the first gear set 41, the second gear set 42, the third gear set 43 and the fourth gear set 44 are all bevel gear sets.
Referring to fig. 4 and 5, the decelerator for vehicles further includes: the reduction gear case 5 and a middle coupling plate 6, the middle coupling plate 6 is disposed in the reduction gear case 5 to divide the reduction gear case 5 into a left case 51 and a right case 52, left ends of the first input shaft 11 and the second output shaft 32 are disposed on the left case 51, right ends of the first input shaft 11 and the second output shaft 32 are disposed on the middle coupling plate 6, right ends of the second input shaft 12 and the first output shaft 31 are disposed on the right case 52, left ends of the second input shaft 12 and the first output shaft 31 are disposed on the middle coupling plate 6, and the middle coupling plate 6 may provide support for the first input shaft 11, the second output shaft 32, the first input shaft 11, and the second output shaft 32 at a middle portion of the reduction gear.
Referring to fig. 4 and 5, the left end of the first input shaft 11 and the right end of the second input shaft 12 are mounted on the left housing 51 and the right housing 52 by ball bearings 71, respectively, to achieve rotatable connection of the first input shaft 11 and the second input shaft 12 with the housings.
Referring to fig. 4, a first oil path 61 is provided on the middle coupling plate 6, a second oil path 62 communicated with the first oil path 61 is provided on each of the first input shaft 11 and the second input shaft 12, specifically, the first oil path 61 is provided on the middle coupling plate, one end of the first oil path 61 can be connected with an external oil pipe 63, the external oil pipe 63 is connected with a hydraulic system of the speed reducer to guide oil into the external oil pipe 63, a second oil path 62 communicated with the other end of the first oil path 61 is provided on each of the first input shaft 11 and the second input shaft 12, accordingly, the second oil path 62 on the first input shaft 11 is communicated with an oil path provided in a motor shaft connected with the first input shaft 11, and the second oil path 62 on the second input shaft 12 is communicated with an oil path provided in a motor shaft connected with the second input shaft 12 to cool the motor rotor. In addition, in order to achieve a better cooling effect on the motor rotor, an oil pipe may be inserted into the second oil path 62, and both ends of the oil pipe are respectively communicated with the first oil path 61 and the motor shaft oil path, so that the introduced oil liquid is directionally flowed into the corresponding motor shaft, thereby better cooling the motor rotor.
In other embodiments of the present invention, a retarder for a vehicle further includes: the reducer case 5, the right end of the first input shaft 11 and the left end of the second input shaft 12 are nested and relatively rotatable with each other, that is, the right end of the first input shaft 11 and the left end of the second input shaft 12 can be supported with each other and can be rotated at a differential speed, and the left end of the first output shaft 31 and the right end of the second output shaft 32 are nested and relatively rotatable with each other, that is, the left end of the first output shaft 31 and the right end of the second output shaft 32 can be supported with each other and can be rotated at a differential speed, so that smooth running of the first input shaft 11, the second input shaft 12, the first output shaft 31, and the second output shaft 32 in the reducer is ensured in the case of canceling the intermediate coupling plate 6.
Specifically, needle roller bearings 72 are provided between the right end outer peripheral surface of the first input shaft 11 and the left end inner peripheral surface of the second input shaft 12, and between the left end inner peripheral surface of the first output shaft 31 and the right end outer peripheral surface of the second output shaft 32, and the needle roller bearings 72 between the right end outer peripheral surface of the first input shaft 11 and the left end inner peripheral surface of the second input shaft 12 can support the first input shaft 11 and the second input shaft 12 in the radial direction with respect to each other, and ensure that the first input shaft 11 and the second input shaft 12 can rotate at a differential speed. Referring to fig. 6, a needle bearing 72 between the left end inner peripheral surface of the first output shaft 31 and the right end outer peripheral surface of the second output shaft 32 can support the first output shaft 31 and the second output shaft 32 in the radial direction and ensure that the first output shaft 31 and the second output shaft 32 can rotate at different speeds.
The utility model discloses an in some implementations, between the left end terminal surface of second input shaft 12 and the right-hand member shaft shoulder of first input shaft 11, be provided with thrust bearing 73 between the shaft shoulder of the left end terminal surface of first output shaft 31 and the right-hand member of second output shaft 32, thrust bearing 73 that is located between the left end terminal surface of second input shaft 12 and the right-hand member shaft shoulder of first input shaft 11 can make first input shaft 11 and second input shaft 12 support each other in the axial direction to but guarantee first input shaft 11, the differential of second input shaft 12 rotates. Referring to fig. 6, a thrust bearing 73 between the left end surface of the first output shaft 31 and the shoulder at the right end of the second output shaft 32 can support the first output shaft 31 and the second output shaft 32 in the axial direction and ensure that the first output shaft 31 and the second output shaft 32 can rotate at different speeds.
In some embodiments of the present invention, a ball bearing 71 is disposed between the left end of the first input shaft 11 and the left housing 51 and between the right end of the second input shaft 12 and the right housing 52, and a taper bearing 74 is disposed between the right end of the first output shaft 31 and the right housing 52 and between the left end of the second output shaft 32 and the left housing 51, so as to support the first input shaft 11, the second input shaft 12, the first output shaft 31, and the second output shaft 32 at the other end relative to the needle bearing 72 and the thrust bearing 73.
Referring to fig. 1 to 5, the first input shaft 11 and the second input shaft 12 are coaxially arranged and are symmetrical in the left-right direction, and the first output shaft 31 and the second output shaft 32 are coaxially arranged and are symmetrical in the left-right direction, so as to facilitate the assembly of the speed reducer and the power layout of the vehicle, wherein the sides of the first input shaft 11 and the second input shaft 12 far away from the motor can be nested, and the sides of the first output shaft 31 and the second output shaft 32 far away from the output end can be nested, so as to simplify the mechanism of the speed reducer and reduce the occupied space of the speed reducer.
According to the utility model discloses vehicle of another aspect embodiment includes: the speed reducer of the above embodiment, and the left motor 81, the right motor 82, the left wheel and the right wheel, the left motor 81 is connected to the first input shaft 11 to drive the first input shaft 11 to rotate, and the right motor 82 is connected to the second input shaft 12 to drive the second input shaft 12 to rotate. Alternatively, the first input shaft 11 may be directly used as the output shaft of the left motor 81, and the second input shaft 12 may be directly used as the output shaft of the right motor 82. The right wheel and the left wheel are opposite to each other in the left-right direction of the vehicle, the left wheel is connected with the second output shaft 32, the right wheel is connected with the first output shaft 31 to drive the left wheel and the right wheel to move, and therefore wheel-side double-motor driving is achieved, wherein the left wheel and the right wheel can be front wheels of the vehicle or rear wheels of the vehicle.
According to the utility model discloses the vehicle, different rotational speed and the moment of torsion can be inputed to the first input shaft 11 and the second input shaft 12 of its reduction gear, with the differential of realizing first output shaft 31 and second output shaft 32, thereby can realize the differential motion of left and right sides wheel, so that turning to and getting rid of poverty of vehicle, first jackshaft 21 and the parallel and at least partial overlapping arrangement of second jackshaft 22, thereby be favorable to reducing the size of reduction gear, the integrated level of reduction gear is high, compact structure, and then be favorable to the whole car of reduction gear to carry on.
The above description is only a preferred embodiment of the present invention, and should not be taken as limiting the invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (12)
1. A retarder for a vehicle, comprising:
a first input shaft (11) and a second input shaft (12);
a first intermediate shaft (21) and a second intermediate shaft (22), the first intermediate shaft (21) being linked with the first input shaft (11), the second intermediate shaft (22) being linked with the second input shaft (12);
a first output shaft (31) and a second output shaft (32), wherein the first output shaft (31) is linked with the first intermediate shaft (21) and is connected with the right wheel, and the second output shaft (32) is linked with the second intermediate shaft (22) and is connected with the left wheel; wherein
The projections of the first intermediate shaft (21) and the second intermediate shaft (22) on the XY plane are at least partially aligned in the front-rear direction or/and the projections of the first intermediate shaft (21) and the second intermediate shaft (22) on the YZ plane are at least partially aligned in the up-down direction.
2. A retarder for a vehicle according to claim 1, characterised in that the first input shaft (11) is located to the left of the second input shaft (12) and the first output shaft (31) is located to the right of the second output shaft (32).
3. A retarder for a vehicle according to claim 2, characterised in that the first input shaft (11) and the left end of the first intermediate shaft (21) are provided with a first gear set (41), a second gear set (42) is provided between the right end of the first intermediate shaft (21) and the first output shaft (31), a third gear set (43) is provided between the second input shaft (12) and the right end of the second intermediate shaft (22), and a fourth gear set (44) is provided between the left end of the second intermediate shaft (22) and the second output shaft (32).
4. A retarder for a vehicle according to claim 3, characterised in that the first set of gears (41) comprises: a first driving gear (111) and a first intermediate gear (211) engaged with each other, the first driving gear (111) being disposed on the first input shaft (11), the first intermediate gear (211) being disposed at a left end of the first intermediate shaft (21), the second gear set (42) comprising: a second intermediate gear (212) and a first driven gear (311) that mesh with each other, the second intermediate gear (212) being provided on a right end of the first intermediate shaft (21), the first driven gear (311) being provided on the first output shaft (31);
the third gear set (43) includes: a second driving gear (121) and a third intermediate gear (221) that mesh with each other, the second driving gear (121) being disposed on the second input shaft (12), the third intermediate gear (221) being disposed at a right end of the second intermediate shaft (22), the fourth gear set (44) including: a fourth intermediate gear (222) and a second driven gear (321) that mesh with each other, the fourth intermediate gear (222) being provided on the left end of the second intermediate shaft (22), the second driven gear (321) being provided on the second output shaft (32).
5. The decelerator for a vehicle according to claim 2, further comprising: the speed reducer comprises a speed reducer shell (5) and a middle yoke plate (6), wherein the middle yoke plate (6) is arranged in the speed reducer shell (5) to divide the speed reducer shell (5) into a left shell (51) and a right shell (52);
the left ends of the first input shaft (11) and the second output shaft (32) are disposed on the left housing (51), the right ends of the first input shaft (11) and the second output shaft (32) are disposed on the intermediate coupling plate (6), the right ends of the second input shaft (12) and the first output shaft (31) are disposed on the right housing (52), and the left ends of the second input shaft (12) and the first output shaft (31) are disposed on the intermediate coupling plate (6).
6. A retarder for a vehicle according to claim 5, characterised in that the left end of the first input shaft (11) and the right end of the second input shaft (12) are mounted on the left housing (51) and the right housing (52) by means of ball bearings (71), respectively.
7. A decelerator for a vehicle according to claim 5, wherein the intermediate yoke plate (6) is provided with a first oil passage (61), and the first input shaft (11) and the second input shaft (12) are provided with second oil passages (62) that communicate with the first oil passage (61), respectively.
8. The decelerator for a vehicle according to claim 6, further comprising: a reducer case (5), a right end of the first input shaft (11) and a left end of the second input shaft (12) being nested in each other and relatively rotatable, and a left end of the first output shaft (31) and a right end of the second output shaft (32) being nested in each other and relatively rotatable.
9. A decelerator for a vehicle according to claim 8, wherein a needle bearing (72) is provided between the right end outer peripheral surface of the first input shaft (11) and the left end inner peripheral surface of the second input shaft (12), and between the left end inner peripheral surface of the first output shaft (31) and the right end outer peripheral surface of the second output shaft (32).
10. A decelerator for a vehicle according to claim 9, wherein a thrust bearing (73) is provided between a left end face of the second input shaft (12) and a right end shoulder of the first input shaft (11), and between a left end face of the first output shaft (31) and a right end shoulder of the second output shaft (32);
the ball bearings (71) are arranged between the left end of the first input shaft (11) and the left shell (51), between the right end of the second input shaft (12) and the right shell (52), and the conical bearings (74) are arranged between the right end of the first output shaft (31) and the right shell (52), and between the left end of the second output shaft (32) and the left shell (51).
11. A decelerator for a vehicle according to claim 1, wherein the first input shaft (11) and the second input shaft (12) are coaxially arranged and symmetrical in the left-right direction, and the first output shaft (31) and the second output shaft (32) are coaxially arranged and symmetrical in the left-right direction.
12. A vehicle, characterized by comprising:
a decelerator according to any one of claims 1 to 11;
a left side motor (81) and a right side motor (82), wherein the left side motor (81) is connected with the first input shaft (11), and the right side motor (82) is connected with the second input shaft (12);
the left side wheel and with the right side wheel that the left side wheel just right side in the left-right direction, the left side wheel with second output shaft (32) link to each other, the right side wheel links to each other with first output shaft (31).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121199672.1U CN215257688U (en) | 2021-05-31 | 2021-05-31 | Speed reducer for vehicle and vehicle with speed reducer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202121199672.1U CN215257688U (en) | 2021-05-31 | 2021-05-31 | Speed reducer for vehicle and vehicle with speed reducer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215257688U true CN215257688U (en) | 2021-12-21 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202121199672.1U Withdrawn - After Issue CN215257688U (en) | 2021-05-31 | 2021-05-31 | Speed reducer for vehicle and vehicle with speed reducer |
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| CN (1) | CN215257688U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113513572A (en) * | 2021-05-31 | 2021-10-19 | 蜂巢传动科技河北有限公司 | Speed reducer for vehicle and vehicle with speed reducer |
-
2021
- 2021-05-31 CN CN202121199672.1U patent/CN215257688U/en not_active Withdrawn - After Issue
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113513572A (en) * | 2021-05-31 | 2021-10-19 | 蜂巢传动科技河北有限公司 | Speed reducer for vehicle and vehicle with speed reducer |
| CN113513572B (en) * | 2021-05-31 | 2024-07-02 | 蜂巢传动科技河北有限公司 | Speed reducer for vehicle and vehicle with same |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned | ||
| AV01 | Patent right actively abandoned | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20211221 Effective date of abandoning: 20240702 |
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| AV01 | Patent right actively abandoned |
Granted publication date: 20211221 Effective date of abandoning: 20240702 |