CN215293334U

CN215293334U - Intermediate shaft assembly of speed reducer

Info

Publication number: CN215293334U
Application number: CN202121218482.XU
Authority: CN
Inventors: 陈洪霞; 任传委
Original assignee: Shanghai XPT Technology Ltd
Current assignee: Shanghai XPT Technology Ltd
Priority date: 2021-06-02
Filing date: 2021-06-02
Publication date: 2021-12-24
Anticipated expiration: 2031-06-02

Abstract

A one-way clutch is added as a disconnecting mechanism of a middle shaft assembly of a speed reducer, so that power in one direction can be combined, and power in the other direction can be disconnected. The intermediate shaft assembly of the speed reducer includes an intermediate shaft, a bush, an external gear, and a one-way clutch. The bush is connected with the middle shaft through a spline. The external gear is arranged corresponding to the bushing. The one-way clutch is arranged between the bushing and the outer gear, the bushing is used as an inner ring raceway of the one-way clutch, and the outer gear is used as an outer ring raceway of the one-way clutch. When the external gear rotates towards a first direction, the one-way clutch is locked, so that the intermediate shaft is driven to rotate through the bushing. When the external gear rotates in a second direction, the one-way clutch is unlocked, so that the external gear rotates freely. The first direction is opposite to the second direction.

Description

Intermediate shaft assembly of speed reducer

Technical Field

The present invention relates to a countershaft assembly for a speed reducer, and more particularly to a countershaft assembly for a speed reducer with a one-way clutch as a disconnect mechanism.

Background

When the pure electric four-wheel drive vehicle works in a single motor, the other motor can generate reverse rotation noise and the like. The driving mileage can be increased by the disconnecting mechanism, the NVH performance (the NVH is the abbreviation of three English characters of Noise (Noise), Vibration (Vibration) and comfort (Harshmess)) is improved, and the design life of mechanical parts is shortened. The mainstream design at present is to make a disconnection scheme on the differential. The disconnection type differential mechanism can automatically control disconnection/connection, and the design difficulty and the cost are high. The limited slip differential has a certain disconnect function, but there is a risk of incomplete disconnection. Another way is to add an electromagnetic clutch device to the intermediate shaft to disconnect the intermediate shaft when necessary, but the design difficulty and cost are higher.

SUMMERY OF THE UTILITY MODEL

The utility model provides a jackshaft subassembly of reduction gear that is equipped with one way clutch on jackshaft facial make-up to solve above-mentioned problem.

According to one embodiment, the present invention provides a reduction gear having an intermediate shaft assembly including an intermediate shaft, a bushing, an outer gear, and a one-way clutch. The bushing is coupled to the intermediate shaft. The external gear is arranged corresponding to the bushing. The one-way clutch is arranged between the bushing and the outer gear, the bushing is used as an inner ring raceway of the one-way clutch, and the outer gear is used as an outer ring raceway of the one-way clutch. When the external gear rotates towards a first direction, the one-way clutch is locked, so that the intermediate shaft is driven to rotate through the bushing. When the external gear rotates in a second direction, the one-way clutch is unlocked, so that the external gear rotates freely. The first direction is opposite to the second direction.

To sum up, the utility model discloses set up one way clutch on the jackshaft of reduction gear, as the off-line mechanism, can realize that whole car combines when advancing, throw off when backing a car. The problems of reversal noise, efficiency loss and the like are reduced, an actuator is not needed, and the device is simple in design, safe, reliable and low in cost.

The advantages and spirit of the present invention can be further understood by the following detailed description of the invention and the accompanying drawings.

Drawings

Fig. 1 is a perspective view of an intermediate shaft assembly of a speed reducer according to an embodiment of the present invention.

Fig. 2 is a cross-sectional view of a countershaft assembly of the reducer of fig. 1.

Reference numerals:

intermediate shaft assembly of speed reducer

10 intermediate shaft

12: bush

14 outer gear

16 one-way clutch

18: ball bearing

20: gasket

22 hole retainer ring

24,28 shaft retainer ring

26 conical bearing

160 holder

Detailed Description

Referring to fig. 1 and 2, fig. 1 is a perspective view of an intermediate shaft assembly 1 of a speed reducer according to an embodiment of the present invention, and fig. 2 is a cross-sectional view of the intermediate shaft assembly 1 of the speed reducer in fig. 1.

As shown in fig. 1 and 2, the intermediate shaft assembly 1 of the reduction gear includes an intermediate shaft 10, a bush 12, an external gear 14, a one-way clutch 16, two ball bearings 18, two spacers 20, two-hole retainers 22, two-shaft retainers 24, two-cone bearings 26, and a shaft retainer 28.

The bushing 12 is coupled to the intermediate shaft 10. In the present embodiment, the bushing 12 and the intermediate shaft 10 may be coupled in a spline connection. The outer gear 14 is disposed corresponding to the bushing 12. The one-way clutch 16 is provided between the liner 12 and the external gear 14. Thus, the external gear 14 may serve as the outer race track of the one-way clutch 16, and the liner 12 may serve as the inner race track of the one-way clutch 16. The contact surfaces between the inner and outer race races and the one-way clutch 16 need to be sufficiently hard, have good surface roughness and form and position tolerances to ensure dynamic binding. Thus, the one-way clutch 16 does not crush the inner and outer race raceways when it is in contact with the inner and outer race raceways to receive a force.

In practice, the external gear 14 is connected to the gear on the input shaft of the motor rotor, and the intermediate shaft 10 is connected to the gear on the differential. When the external gear 14 rotates in a first direction (e.g., clockwise), the one-way clutch 16 is locked to rotate the intermediate shaft 10 via the bushing 12. When the external gear 14 rotates in a second direction (e.g., counterclockwise), the one-way clutch 16 is unlocked, so that the external gear 14 rotates freely. The first direction is opposite to the second direction. For example, when the first direction is clockwise, the second direction is counterclockwise; when the first direction is counterclockwise, the second direction is clockwise.

The two ball bearings 18 are provided on both sides of the one-way clutch 16 to ensure the positioning accuracy of the external gear 14 and to receive the axial force and torque transmitted from the external gear 14. A spacer 20 is disposed between the ball bearing 18 and the one-way clutch 16. Each spacer 20 serves to block the cage 160 outside the one-way clutch 16 to prevent play of the one-way clutch 16 in the axial direction. Meanwhile, the inner diameter of the spacer 20 needs to be as large as possible to ensure that the lubricating oil on both sides can enter the one-way clutch 16 to provide good lubrication for the one-way clutch 16. Each hole retainer 22 is provided at an outer ring of the ball bearing 18, and each shaft retainer 24 is provided at an inner ring of the ball bearing 18 to prevent play of the ball bearing 18 in the axial direction. The two-cone bearings 26 are provided on both sides of the intermediate shaft 10. The cone bearing 26 is for receiving an axial force generated when the external gear 14 rotates forward or backward. The shaft retainer 28 is provided on one side of one of the two-cone bearings 26. As shown in fig. 2, a shaft retainer 28 is provided on one side of the left-side conical bearing 26 to prevent the conical bearing 26 from moving in the axial direction.

The above description is only a preferred embodiment of the present invention, and all equivalent changes and modifications made according to the claims of the present invention should be included in the scope of the present invention.

Claims

1. A countershaft assembly of a transmission, comprising:

an intermediate shaft;

a bushing coupled to the intermediate shaft;

an external gear disposed corresponding to the bushing; and

a one-way clutch provided between the bushing and the outer gear;

when the external gear rotates towards a first direction, the one-way clutch is locked, so that the intermediate shaft is driven to rotate through the bushing; when the external gear rotates in a second direction, the one-way clutch is unlocked, so that the external gear rotates freely; the first direction is opposite to the second direction.

2. The countershaft assembly of claim 1, further comprising two ball bearings disposed on opposite sides of said one-way clutch.

3. An intermediate shaft assembly for a speed reducer as set forth in claim 2, further comprising two spacers, each of which is disposed between the ball bearing and the one-way clutch.

4. An intermediate shaft assembly for a speed reducer according to claim 2, further comprising two hole collars, each of the hole collars being provided at an outer ring of the ball bearing.

5. An intermediate shaft assembly for a speed reducer according to claim 2, further comprising two shaft retainers, each of which is provided at an inner ring of the ball bearing.

6. The countershaft assembly of a speed reducer of claim 1, wherein said bushing is splined to said countershaft.

7. The countershaft assembly of claim 1, further comprising two cone bearings disposed on both sides of said countershaft.

8. An intermediate shaft assembly for a speed reducer as set forth in claim 7, further comprising a shaft retainer ring disposed on one side of one of said two-cone bearings.