CN215720675U - Speed reducer power assembly with two gears - Google Patents

Abstract

The utility model discloses a speed reducer power assembly with two gears, which comprises a closed shell and a driving motor, wherein a power input shaft is arranged on one side in the closed shell through a bearing and is in transmission connection with the driving motor; a differential gear assembly is arranged on the other side in the closed shell through a bearing, and comprises a differential main body positioned in the middle, and an output shaft first gear and an output shaft second gear on two sides; the utility model has unique structure, high integration and smaller volume, the torque of the driving motor is directly transmitted to the wheels through the input shaft and the output shaft of the speed changer, thereby reducing the loss of energy in transmission, and the torque of the driving motor can be amplified or reduced through double-gear conversion, thereby not only meeting the torque required by driving vehicles, but also reducing the power, the volume and the weight of the motor, and having better cruising ability and continuous acceleration performance while achieving the performance of using a high-power motor.

Description

Speed reducer power assembly with two gears

Technical Field

The utility model belongs to the technical field of power transmission, and particularly relates to a speed reducer power assembly with two gears.

Background

At present, the speed reducers of electric vehicles/electric vehicles, pure electric vehicles, hybrid vehicles, extended range electric vehicles, partial plug-in hybrid vehicles, new energy vehicles and the like are single-stage speed reduction speed reducers, have no speed change function, and the speed of the vehicle is determined by the rotating speed of a motor. Therefore, such vehicles are equipped with a high-power motor to meet the torque required to drive the vehicle. The high-power motor can meet the torque required during acceleration, but has large volume and weight. When the vehicle runs at a high speed, the power consumption of the motor running at a high speed is increased, so that the endurance mileage is reduced, and the continuous acceleration capability is weakened.

SUMMERY OF THE UTILITY MODEL

The utility model provides a speed reducer and a power assembly with two gears, aiming at the defects and problems of the existing speed reducer for the vehicle, the speed reducer power assembly has a unique structure, high integration and small volume, the torque of a driving motor is directly transmitted to wheels through an input shaft and an output shaft of the speed reducer, so that the loss of energy in transmission is reduced, and the torque of the driving motor can be amplified or reduced through double-gear conversion, so that the torque required by driving the vehicle can be met, the power, the volume and the weight of the motor can be reduced, and the speed reducer has better cruising ability and continuous acceleration performance while the performance of a high-power motor is used.

The technical scheme adopted by the utility model for solving the technical problems is as follows: a speed reducer power assembly with two gears comprises a closed shell and a driving motor, wherein a power input shaft is mounted on one side in the closed shell through a bearing and is in transmission connection with the driving motor; a differential gear assembly is arranged on the other side in the closed shell through a bearing, and comprises a differential main body positioned in the middle, and an output shaft first gear and an output shaft second gear on two sides; the output shaft first gear and the output shaft second gear are respectively sleeved on the rotating shaft of the left half axle gear and the rotating shaft of the right half axle gear in the differential shell and can rotate; the output shaft first gear and the output shaft second gear are respectively fixed on the shells at two sides of the differential mechanism main body; the power input shaft is provided with an input shaft first gear and an input shaft second gear through a bearing; the middle part of the power input shaft is provided with a speed change control device which is used for selectively combining the power input shaft with the first gear of the input shaft or the second gear of the input shaft; the first gear of the input shaft is meshed with the first gear of the output shaft, and the second gear of the input shaft is meshed with the second gear of the output shaft.

The differential mechanism main body comprises a left shell, a right shell, a left half axle gear, a right half axle gear, a planetary gear shaft and a planetary gear, wherein the left shell and the right shell are butted and fixed together through a half axle shell connecting block to form a semi-closed shell; the output shaft first gear and the output shaft second gear are respectively fixed on the left side and the right side of the shell; the left half axle gear and the right half axle gear are respectively bevel gears, and hollow rotating shafts of the left half axle gear and the right half axle gear are respectively arranged in central shaft holes of the left shell and the right shell and can rotate; the planetary gear shaft penetrates through the center of the shell, two ends of the planetary gear shaft are respectively fixed in the half-axle shell connecting blocks at two sides, two planetary gears sleeved at two ends of the planetary gear shaft are respectively bevel gears, and the two planetary gears are respectively meshed with the left half-axle gear and the right half-axle gear.

And semi-shaft gear pads are respectively sleeved on the hollow rotating shaft of the left semi-shaft gear and the hollow rotating shaft of the right semi-shaft gear, and each semi-shaft gear pad is respectively positioned between the corresponding semi-shaft gear and the corresponding inner wall of the shell.

The hollow rotating shaft of the left half axle gear and the hollow rotating shaft of the right half axle gear are respectively connected with a left output half axle and a right output half axle through key slots in the hollow rotating shafts outwards, a half axle oil seal is arranged between the shaft hole of the first gear of the output shaft and the left output half axle, and a half axle oil seal is arranged between the shaft hole of the second gear of the output shaft and the right output half axle.

Planetary gear pads are sleeved on the outer sides of two ends of the planetary gear shaft respectively and located between the corresponding planetary gears and the inner wall of the shell.

The speed change control device comprises a multi-sheet one-gear clutch and a multi-sheet two-gear clutch which are respectively arranged at two sides of the middle part of the power input shaft, and a clutch driving mechanism is arranged between the one-gear clutch and the two-gear clutch; the first gear of the input shaft and the second gear of the input shaft are respectively fixed on the shells of the first gear clutch and the second gear clutch, and the first gear clutch is in transmission connection with the power input shaft or the second gear clutch is in transmission connection with the power input shaft under the control of the clutch driving mechanism, so that the first gear of the input shaft is in transmission connection with the power input shaft or the second gear of the input shaft is in transmission connection with the power input shaft.

The first-gear clutch and the second-gear clutch are symmetrically arranged, have the same structure and respectively comprise clutch housings, the power input shaft is provided with a cylindrical clutch friction plate seat with a key groove structure, the clutch housings are arranged on the power input shaft through bearings, the cylindrical clutch friction plate seat is positioned in the clutch housings, grooves are distributed on the inner wall of each clutch housing along the circumference, and the grooves are formed along the axial direction; a clutch pressure plate is arranged in the clutch shell, a bulge matched with the groove is arranged on the excircle of the clutch pressure plate, is matched and installed in the groove on the inner wall of the clutch shell, and can move along the axial direction; the clutch driving mechanism is used for driving the clutch friction plate and the clutch pressure plate to be close to each other and tightly pressed.

And the left output half shaft is supported by a support frame on the same side of the driving motor shell to transmit power.

And the left side wall and the right side wall of the closed shell are tightly fixed with integrated bearing covers through bolts, and the bearing covers are attached to the side walls of the closed shells on the adjacent sides.

The diameter size of the first output shaft gear is larger than that of the first input shaft gear, the diameter size of the second output shaft gear is larger than that of the second input shaft gear, and the diameter size of the first output shaft gear is larger than that of the second output shaft gear.

The utility model has the beneficial effects that: the utility model provides a speed reducer power assembly with two gears, which has a unique structure and comprises a closed shell and a driving motor, wherein a power input shaft is arranged on one side of the closed shell through a bearing, a differential gear assembly is arranged on the other side of the closed shell through a bearing, and the differential gear assembly comprises a differential mechanism main body positioned in the middle and output shaft first-gear gears and output shaft second-gear gears on two sides; the output shaft first gear and the output shaft second gear are respectively sleeved on the hollow rotating shaft of the left half axle gear and the hollow rotating shaft of the right half axle gear in the differential mechanism shell and can rotate; the two ends of the power input shaft are respectively provided with an input shaft first gear and an input shaft second gear through bearings, the input shaft first gear is meshed with the output shaft first gear, the input shaft second gear is meshed with the output shaft second gear, a speed change control device is arranged on the power input shaft between the input shaft first gear and the input shaft second gear and is connected with the input shaft first gear and the input shaft second gear on the left side and the right side through corresponding clutches for selectively combining the power input shaft with the input shaft first gear or the input shaft second gear, when a driving motor drives the power input shaft to rotate, a differential gear assembly is directly driven to rotate through the gears meshed with the power input shaft, an output half shaft is driven to rotate, and accordingly wheels are driven to drive a vehicle to move, compared with the existing speed reducer, the speed reducer provided by the utility model has high integration and small volume, the driving motor drives the power input shaft to rotate, the output half shafts at two ends of the differential gear assembly can be directly driven to rotate through the power input shaft, the energy loss of the driving motor in transmission is reduced, the power input shaft can be selectively controlled to be combined with the first gear of the input shaft or the second gear of the input shaft according to the running condition of the vehicle through the speed change control device, the output torque and the rotating speed of the speed reducer are adjusted, the torque required by driving the vehicle can be met, the power, the volume and the weight of the driving motor can be reduced, and the driving motor has better cruising ability and continuous acceleration performance while achieving the performance of using a high-power motor.

The speed reducer power assembly with two gears has a unique structure, high integration and small volume, the torque of the driving motor is directly transmitted to wheels through the power input shaft and the power output shaft of the speed reducer, so that the loss of energy in transmission is reduced, and the torque and the rotating speed of the driving motor can be amplified or reduced through double-gear conversion, so that the torque required by driving a vehicle can be met, the power, the volume and the weight of the motor can be reduced, and the performance of using a high-power motor is achieved, and meanwhile, the power endurance and the continuous acceleration performance are better.

Drawings

FIG. 1 is a schematic diagram of the present invention.

Fig. 2 is a schematic diagram of the clutch pressure plate drive piston configuration of the present invention.

Fig. 3 is a schematic structural view of the piston sealing retainer plate seat of the present invention.

FIG. 4 is a schematic diagram of a hydraulic oil passage frame according to the present invention.

FIG. 5 is a schematic view showing the installation relationship of the friction plate, pressure plate driving piston, seal plate and power input shaft of the clutch of the present invention.

FIG. 6 is a schematic diagram of the clutch driving mechanism of the present invention.

FIG. 7 is a schematic power transmission diagram illustrating a first gear state of the present invention.

Fig. 8 is a schematic diagram of power transmission in the second gear state according to the present invention.

FIG. 9 is a second schematic diagram of the clutch driving mechanism of the present invention.

FIG. 10 is a schematic view of the shift fork shaft installation of the present invention.

FIG. 11 is a schematic view of a cylindrical clutch plate carrier of the present invention.

Fig. 12 is a schematic perspective view of the diaphragm spring according to the present invention.

FIG. 13 is a schematic view of a shift fork of the present invention.

FIG. 14 is a schematic view of a split bearing housing and a split bearing according to the present invention.

FIG. 15 is an exploded view of the release bearing housing and release bearing of the present invention.

Fig. 16 is a second power transmission diagram in the first gear state of the present invention.

Fig. 17 is a second schematic diagram of power transmission in the second gear state according to the present invention.

Reference numbers in the figures: 1 is a driving motor, 2 is a motor output shaft, 3 is a power input shaft, 4 is an input shaft first gear, 5 is an input shaft second gear, 6 is a clutch shell, 7 is a hydraulic oil channel, 9 is a positioning snap ring, 10 is a needle bearing, 11 is a clutch friction plate, 12 is a clutch pressure plate, 13 is a hydraulic oil channel frame, 14 is a pressure plate driving piston, 15 is a clutch sealing baffle disc, 16 is a snap ring, 17 is a cylindrical clutch friction plate seat, 18 is a piston sealing baffle disc seat, 19 is a clutch driving oil cavity, 20 is a piston sealing baffle disc sealing ring, 21 is an output shaft first gear, 22 is a left shell, 23 is a right shell, 24 is an output shaft second gear, 25 is a left half shaft gear, 26 is a right half shaft gear, 27 is a planetary gear shaft, 28 is a planetary gear, 29 is a left output half shaft, 30 is a right output half shaft, 31 is a half shaft oil seal, 32 is a positioning snap ring a, 33 is a bearing, 34 is a half shaft shell connecting block, 35 is a transmission shaft connecting ball cage, 36 is an integrated bearing cover, 37 is a half shaft supporting frame, 38 is a closed shell, 39 is a half shaft gear pad a, 40 is a planetary gear pad, 41 is an oil conveying groove, 42 is an oil conveying pipeline, 43 is a diaphragm spring, 44 is a shifting fork, 45 is a shifting fork shaft, 46 is a shifting fork shaft limiting clamp spring, 47 is a separating bearing, 49 is a separating bearing seat, 50 is a shifting fork shaft bracket, 51 is a shifting fork driving motor, A is a pressure bearing, B is a stop pad, C is an external thread section, D is a driving screw rod, E is a limiting clamp spring, F is a screw nut limiting table, and G is a screw nut bracket.

Detailed Description

The utility model is further illustrated with reference to the following figures and examples.

Example 1

The embodiment provides a reducer power assembly with two gears, as shown in fig. 1-8, which comprises a closed housing 38 and a driving motor 1, wherein a power input shaft 3 is mounted on one side in the closed housing 38 through a bearing 33, specifically: shaft holes are formed in the side walls of the closed shells at the left side and the right side of the power input shaft 3, and the left end and the right end of the power input shaft 3 are fixed in the shaft holes at the corresponding sides through bearings; the driving motor 1 is fixed on the left side wall outside the closed shell 38, and the motor output shaft 2 of the driving motor 1 is in transmission connection with the power input shaft 3, and when the driving motor 1 works, the power input shaft 3 is driven to rotate through the motor output shaft 2.

Differential gear assembly is installed through the bearing to the opposite side in the close shell 38, and differential gear assembly keeps off gear 21 and output shaft two including the output shaft that is located the differential mechanism main part at middle part and both sides and keeps off gear 24, and output shaft one keeps off gear 21 and output shaft two keeps off gear 24 and suits respectively on the hollow rotating shaft of left side axle gear and the hollow rotating shaft of right side axle gear in the differential mechanism casing, and can rotate, specifically:

the differential main body comprises a left shell 22, a right shell 23, a left half-axle gear 25, a right half-axle gear 26, a planet gear shaft 27 and a planet gear 28, wherein the left shell 22 and the right shell 23 are butted and fixed together through a half-axle shell connecting block 34 and a bolt to form a semi-closed shell, and an output shaft first gear and an output shaft second gear are respectively fixed on the left side and the right side of the shell; the left half shaft gear 25 and the right half shaft gear 26 are bevel gears respectively, and hollow rotating shafts of the left half shaft gear and the right half shaft gear are installed in central shaft holes of the left shell 22 and the right shell 23 respectively and can rotate; the hollow rotating shaft of the left half-shaft gear and the hollow rotating shaft of the right half-shaft gear are respectively connected with a left output half shaft 29 and a right output half shaft 30 outwards through key slots in the hollow rotating shafts; the other ends of the left output half shaft 29 and the right output half shaft 30 extend outwards to form a closed shell 38, and a transmission shaft connecting ball cage 35 is fixed and used for being connected with wheel half shafts on two sides of the vehicle; a half shaft oil seal 31 is arranged between the shaft hole of the output shaft first gear 21 and the left output half shaft 29, a half shaft oil seal 31 is arranged between the shaft hole of the output shaft second gear 24 and the right output half shaft 30, a half shaft gear pad a39 is respectively sleeved on the rotating shaft of the left half shaft gear 25 and the hollow rotating shaft of the right half shaft gear 26 for adjusting the meshing clearance between the corresponding half shaft gear and the planetary gear, and each half shaft gear pad a39 is respectively positioned between the corresponding half shaft gear and the corresponding shell inner wall; the planet gear shaft 27 penetrates through the center of the shell, two ends of the planet gear shaft 27 are respectively fixed on the inner walls of the half-shaft shell connecting blocks 34 at two sides, two planet gears 28 sleeved at two ends of the planet gear shaft 27 are respectively bevel gears, and the two planet gears 28 are respectively meshed with the left half-shaft gear 25 and the right half-shaft gear 26; planetary gear pads 40 are respectively sleeved on the outer sides of two ends of the planetary gear shaft 27, and the planetary gear pads 40 are located between the corresponding planetary gears 28 and the inner wall of the shell and used for adjusting the fit clearance between the corresponding side gears and the planetary gears.

The first output shaft gear 21 and the second output shaft gear 24 are respectively rotatably sleeved on the hollow rotating shaft of the left half-axle gear and the hollow rotating shaft of the right half-axle gear of the closed shell, the first output shaft gear 21 and the second output shaft gear 24 are both connected with the side wall of the closed shell on the adjacent side, the diameter size of the first output shaft gear is larger than that of the second output shaft gear, when the first output shaft gear 21 or the second output shaft gear 24 rotates, the differential main body is driven to rotate around a central line, in addition, the differential main body drives the left output half axle 29 and the right output half axle 30 on the two sides to rotate at the same speed or at different speeds, and positioning snap rings a32 are respectively arranged between the first output shaft gear 21 and the second output shaft gear 24 and the inner wall of the closed shell on the adjacent side.

An input shaft first gear 4 and an input shaft second gear 5 are respectively arranged at two ends of the power input shaft 3 through needle roller bearings 10, and positioning snap rings 9 are respectively arranged on the power input shafts at the left side and the right side of the needle roller bearings 10 and used for limiting the axial sliding of the needle roller bearings 10; the input shaft first gear 4 is meshed with the output shaft first gear 21, and the diameter size of the output shaft first gear is larger than that of the input shaft first gear; the input shaft secondary gear 5 is meshed with the output shaft secondary gear 24, and the diameter size of the output shaft secondary gear is larger than that of the input shaft secondary gear; the middle part of the power input shaft 3, i.e. the power input shaft between the input shaft first gear 4 and the input shaft second gear 5, is provided with a speed change control device for selectively combining the power input shaft with the input shaft first gear or the input shaft second gear.

The speed change control device comprises a multi-sheet one-gear clutch and a multi-sheet two-gear clutch which are respectively arranged at two sides of the middle part of the power input shaft 3, and a clutch driving mechanism is arranged between the one-gear clutch and the two-gear clutch; an input shaft keeps off the gear and the input shaft keeps off the gear and is fixed in respectively on a shell that keeps off the clutch and keep off the clutch, and can order about one through clutch actuating mechanism control and keep off the clutch and be connected with 3 transmissions of power input shaft or order about two and keep off the clutch and be connected with 3 transmissions of power input shaft, and then make an input shaft keep off the gear and be connected with 3 transmissions of power input shaft, or make the input shaft keep off the gear and be connected with 3 transmissions of power input shaft, specifically:

as shown in fig. 6, the first-gear clutch and the second-gear clutch are symmetrically arranged and have the same structure, and both include a clutch housing 6, a power input shaft 3 is provided with a cylindrical clutch friction plate seat 17 having a key groove structure, the clutch housing 6 is mounted on the power input shaft 3 through a bearing, the cylindrical clutch friction plate seat 17 is positioned in the clutch housing, grooves are distributed on the inner wall of the clutch housing 6 along the circumference, and the grooves are formed along the axial direction; a plurality of clutch pressure plate pieces 12 are arranged in the clutch shell, and bulges matched with the grooves are arranged on the excircle of each clutch pressure plate piece 12, are matched and installed in the grooves on the inner wall of the clutch shell 6 and can move along the axial direction; a plurality of clutch friction plates 11 are sleeved outside key grooves of a cylindrical clutch friction plate seat 17, the clutch friction plates 11 can only slide along the axial direction relative to the cylindrical clutch seat 17, and each clutch friction plate and each clutch pressure plate are distributed in a staggered manner, and a clutch driving mechanism is used for driving each clutch friction plate 11 and each clutch pressure plate 12 to approach and press tightly, so that a clutch shell 6 of a corresponding clutch is in transmission connection with a power input shaft 3;

as shown in fig. 3 and 4, the clutch driving mechanism includes a cylindrical piston sealing baffle disc seat 18 and a hydraulic oil passage frame 13, the piston sealing baffle disc seat 18 is fittingly sleeved on the power input shaft 3 between the first-gear clutch and the second-gear clutch, the left and right ends of the piston sealing baffle disc seat 18 extend into the clutch housing 6 on the corresponding side, and a driving disc set is provided, the driving disc set includes a pressure disc driving piston 14 and a clutch sealing baffle disc 15 which are sealed and sleeved on the piston sealing baffle disc seat 18 in the clutch housing 6 from inside to outside, the outer annular surfaces of the pressure disc driving piston 14 and the clutch sealing baffle disc 15 are in sealed rotary contact with the inner annular surface of the clutch housing 6, so that an annular clutch driving oil cavity 19 is formed between the pressure disc driving piston 14 and the clutch sealing baffle disc 15 in the clutch housing 6, and the pressure disc driving piston 14 can slide axially along the piston sealing baffle disc seat 18, the clutch pressure plate 12 is in contact with the clutch pressure plate 12 on the outermost side in the clutch shell and can drive the clutch pressure plate 12 to approach and press the clutch friction plate 11; two annular oil delivery grooves 41 are axially spaced on the outer annular surface of the middle part of the piston sealing catch tray seat 18, a hydraulic oil channel frame 13 is sleeved on the two annular oil delivery grooves of the piston sealing catch tray seat 18 in a matching manner and plugs the oil delivery grooves on the piston sealing catch tray seat 18 to form two sealed independent annular oil supply grooves, the hydraulic oil channel frame 13 is fixedly connected with the closed shell 38, two oil delivery channels 42 are arranged on the hydraulic oil channel frame 13, one end of each oil delivery channel is communicated with the corresponding oil supply groove, and the other end of each oil delivery channel is connected with a hydraulic oil pump through an oil duct;

u-shaped oil delivery channels 7 are symmetrically arranged in the power input shafts 3 on the left side and the right side of the two annular oil delivery grooves at intervals along an axial member, a channel hole at one end of each oil delivery channel 7 outwards penetrates through the plug seal baffle disc seat 18 to be communicated with the clutch driving oil cavity 19 of the clutch driving mechanism on the adjacent side, a channel hole at the other end of each oil delivery channel 7 is communicated with the annular oil delivery groove on the adjacent side of the plug seal baffle disc seat 18, when the clutch driving oil cavity is used, hydraulic oil is injected into the corresponding clutch driving oil cavity 19 on the two sides of the clutch driving mechanism through a hydraulic oil pump, the hydraulic oil can push the pressure plate driving piston 14 to move towards the clutch pressure disc plate 12 in the clutch shell 6 along the piston seal baffle disc seat 18 and push the clutch pressure plate 12 and the clutch friction plate 11 to be pressed together, so that the clutch shell is in transmission connection with the power input shaft, when the power input shaft rotates, the corresponding input shaft baffle gear is driven to rotate through the clutch shell 6, specifically, the method comprises the following steps:

as shown in fig. 7, in the first gear, hydraulic oil is injected into a clutch driving oil cavity 19 of a clutch control mechanism connected with the input shaft first gear 4 by controlling a hydraulic oil pump to pressurize, the injected hydraulic oil can push a pressure plate piston 14 to move, so that a clutch pressure plate sheet 12 and a clutch friction sheet 11 in a clutch shell 6 on the left side of a piston sealing stop plate seat 18 are driven to be tightly pressed in the clutch shell 6, and therefore the input shaft first gear 4 is combined with the power input shaft 3 to drive an output shaft first gear engaged with the input shaft first gear to rotate and start to transmit power;

as shown in fig. 8, in the second gear, firstly, the hydraulic oil pump is controlled to release the pressure of the clutch driving oil cavity 19 in the clutch control mechanism on the left side of the piston sealing baffle disc seat 18, so that the first gear of the input shaft is separated from the power input shaft, then the hydraulic oil pump is controlled to inject the hydraulic oil into the clutch driving oil cavity 19 corresponding to the second gear 5 of the input shaft for pressurization, the injected hydraulic oil can push the pressure plate piston 14 to move, so as to drive the clutch pressure disc 12 and the clutch friction plate 11 in the clutch shell 6 on the right side of the piston sealing baffle disc seat 18 to be tightly pressed in the clutch shell 6,

thereby combining the input shaft secondary gear 5 and the power input shaft 3 together to drive the output shaft secondary gear engaged with the input shaft secondary gear to rotate and start to transmit power.

When in use, the driving motor 1 is controlled to drive the power input shaft to rotate, and then the controllable power input shaft transmits corresponding power to the differential gear assembly through the speed change control device according to requirements, for example: when the vehicle is started or needs to climb a slope, the clutch driving mechanism controls the clutch shell 6 of the first-gear clutch to be in transmission connection with the power input shaft, so that the first-gear 4 of the input shaft is in transmission connection with the power input shaft 3, the first-gear 4 of the input shaft can drive the differential case to rotate through the first-gear 21 of the output shaft, and when the differential case rotates, the two planetary gears 28 in the differential case can simultaneously drive the left half-axle gear 25 and the right half-axle gear 26 on the left side and the right side to rotate, so that the left output half-axle 29 and the right output half-axle 30 are synchronously driven to rotate; when the output half shaft on one side rotates and meets resistance, the planet gears at two ends of the planet gear shaft 27 rotate around the planet gear shaft 27, so that the rotation speed difference of the left and right half shaft gears is adjusted, and the rotation speeds of the left output half shaft 29 and the right output half shaft 30 are adjusted, compared with the traditional speed reducer, the speed reducer power assembly with two gears provided by the embodiment has the advantages of unique structure, high integration and small volume, small required installation space and installation space saving, and when the driving motor drives the power input shaft to rotate, the output half shafts at two ends of the differential gear assembly can be directly driven to rotate through the power input shaft, so that the loss of the energy of the driving motor in transmission is reduced, and the speed change control device can selectively control the power input shaft to be meshed with the first gear of the input shaft or the second gear of the input shaft according to the running condition of the vehicle to adjust the output torque and the rotation speed of the speed reducer, therefore, the torque required by driving the vehicle can be met, and the power, the volume and the weight of the driving motor can be reduced, so that the performance of using a high-power motor is achieved, and meanwhile, the driving device has better cruising ability and continuous acceleration performance; and in the driving process, the differential mechanism main body can automatically adjust the rotating speed ratio of the left output half shaft and the right output half shaft according to the driving condition of the vehicle, so that the wheel abrasion phenomenon of the vehicle wheels caused by the different rotating speeds of the wheels at two sides in the turning process can be prevented, the wheel abrasion speed is reduced, the safety factor of the running vehicle is improved, the abrasion of the internal structure of the speed reducer is reduced, and the service life of the speed reducer is prolonged.

Example 2

The difference between embodiment 2 and embodiment 1 is that, as shown in fig. 1, the integrated bearing caps 36 are tightly fixed to the left and right side walls of the closed casing 38 by bolts, the integrated bearing caps 36 are attached to the side walls of the adjacent closed casing 38, and the integrated bearing caps 36 prevent the bearings 33 fixed in the side walls of the closed casing from falling outward.

Example 3

The difference between the embodiment 3 and the embodiment 2 is that the half-shaft support bracket 37 is arranged on the driving motor 1, and the left output half-shaft 29 is fixed in the half-shaft support bracket 37 through a bearing, so that the left output half-shaft 29 transmits power through the support bracket on the same side of the driving motor shell, and the support strength of the left output half-shaft 29 is improved.

Example 4

Embodiment 4 differs from embodiment 3 in the structure of the clutch drive mechanism.

As shown in fig. 9-17, the cylindrical clutch friction plate seats of the first clutch and the second clutch are connected together through a connecting section, the outer ring surface of the connecting section is a smooth surface, the clutch driving mechanism includes a spring plate driving plate, a diaphragm spring 43, a shifting fork 44, a shifting fork shaft 45, a driving screw D and a shifting fork driving motor 41, the spring plate driving plate is slidably sleeved on the connecting section between the cylindrical clutch friction plate seats of the first clutch and the second clutch and can axially slide along the connecting section; diaphragm springs 43 are symmetrically sleeved in clutch shells on the left side and the right side of the elastic sheet drive plate, the outer rings of the diaphragm springs 43 are in contact with clutch pressure plate sheets 12 on the outermost side in the clutch shells, the clutch pressure plate sheets 12 are driven to approach and press clutch friction plates 11, and the inner rings of the diaphragm springs 43 outwards protrude out of the clutch shells 6 to be in contact with the elastic sheet drive plate.

The elastic piece driving plate comprises a separating bearing seat 49 which is sleeved on the connecting section in a matching mode, the separating bearing seat 49 can move axially along the connecting section and rotate around a central shaft of the connecting section, separating bearings 47 are symmetrically embedded at the left end and the right end of the separating bearing seat 49, the separating bearings 47 are in contact with inner rings of diaphragm springs on adjacent sides, and the separating bearings 47 can also move axially along the connecting section along with the separating bearing seats; the shift fork shaft 45 is fixed in parallel at intervals in the closed housing on the side of the power input shaft 3 and can move axially, specifically:

as shown in fig. 10, a shift fork shaft bracket 50 is vertically arranged on the closed housing on one side of the power input shaft 3, and the shift fork shaft 45 is sleeved on the shift fork shaft bracket 50 in a matching manner and can slide along the axial direction of the shift fork shaft bracket 50; a shifting fork shaft bracket 50 extends outwards from the left end of the shifting fork shaft 45 and is connected with a release bearing seat 49 through a shifting fork 44; a shifting fork shaft bracket 50 extends outwards from the right end of the shifting fork shaft 45 and is connected with a shifting fork driving motor 51 through a driving lead screw D, the driving lead screw D is rotationally fixed in a closed shell through a lead screw nut bracket G and a pressure bearing A, a positioning clamp spring E and a lead screw nut limiting table F are respectively arranged on the driving lead screw D on the left side and the right side of the lead screw nut bracket G and used for limiting the driving lead screw to axially move, and a thrust pad B is sleeved on the driving lead screw D between the positioning clamp spring E and the lead screw nut bracket G; one end of the driving screw rod D adjacent to the gear shifting fork shaft 45 is provided with a threaded hole along the axial direction, one end of the gear shifting fork shaft 45 adjacent to the driving screw rod D is provided with an external threaded section C, and is sleeved in a threaded hole of a driving screw rod D in a matching way, the other end of the driving screw rod D is in transmission connection with a motor rotating shaft of a shifting fork driving motor 51, since the shift rail can move only in the axial direction of the rail support, when the shift rail driving motor 51 drives the driving screw D to rotate, the rotating drive screw D drives the shift fork shaft 45 to move axially along the threaded hole of the drive screw D, when the shift fork shaft 45 moves axially, the shift fork 44 drives the release bearing seat 49 to move axially along the connecting section, thereby confirm the diaphragm spring 43 control one that corresponds the side through the shell fragment driver plate according to the demand and keep off the clutch or keep off the clutch and be connected with power input shaft transmission, specifically:

as shown in fig. 9, when the vehicle is parked, the separation bearing seat 49 is located at the initial position, that is, the separation bearing seat 49 is located between the left and right diaphragm springs 43, and the outer rings of the left and right diaphragm springs 43 are both in contact with the outermost clutch pressure plate 12 in the adjacent clutch housing 6, and drive the clutch pressure plate 12 to approach and press the clutch friction plate 11, so that the first-gear clutch and the second-gear clutch on the left and right sides are both combined with the power input shaft.

As shown in fig. 16, when the forward first gear needs to be changed, the shift fork driving motor 51 is controlled to rotate forward, the external thread section D, the shift fork shaft 45 and the shift fork 44 drive the release bearing seat 49 to slide rightward along the connection section, so that the release bearing seat 49 presses the inner ring of the diaphragm spring 43 on the right side through the release bearing 47 on the right side, the outer ring of the diaphragm spring 43 is separated from the clutch plate in the second gear clutch, and the power input shaft transmits power to the differential gear assembly through the first gear clutch and the first gear of the input shaft, thereby realizing first gear driving.

As shown in fig. 17, when the forward second gear needs to be replaced, the shift fork driving motor 51 is controlled to rotate reversely, the external thread section D, the shift fork shaft 45 and the shift fork 44 drive the release bearing seat 49 to slide leftwards along the connecting section, so that the release bearing seat presses the inner ring of the diaphragm spring 43 on the left side through the release bearing 47 on the left side, the outer ring of the diaphragm spring 43 is separated from the clutch pressure plate in the first gear clutch, and when the release bearing seat 49 slides leftwards along the connecting section, the inner ring of the diaphragm spring 43 on the right side of the release bearing seat loses the pushing force, the outer ring of the diaphragm spring 43 automatically contacts with the clutch pressure plate 12 on the outermost side in the second gear clutch, and drives the clutch pressure plate 12 to approach and press the clutch friction plate 11, so that the power input shaft transmits power to the differential gear assembly through the second gear and the input shaft second gear, and realizing two-stage driving.

Compared with the mode that the first gear clutch and the second gear clutch are controlled to be disconnected with the power input shaft through hydraulic drive in the embodiment 3, the clutch driving mechanism provided by the embodiment is convenient to install, and the sealing performance of the structure of the clutch driving mechanism does not need to be considered due to the fact that hydraulic oil is not used during use.

Example 5

The difference between embodiment 5 and embodiment 1 is that, as shown in fig. 2, an annular yielding table protruding outwards is arranged in the middle of one end surface of the pressure plate driving piston 14 opposite to the clutch seal retainer plate 15, the annular yielding table directly abuts against the clutch pressure plate, and the direct size of the outer ring of the annular yielding table is smaller than the diameter size of the outer ring of the pressure plate driving piston 14, so that the pressure plate driving piston 14 can be effectively prevented from abutting against the inner wall of the clutch housing when moving axially along the piston seal retainer plate seat, and the clutch pressure plate 12 cannot be effectively pushed to approach the clutch friction plate.

Claims (10)

1. A speed reducer power assembly with two gears is characterized by comprising a closed shell and a driving motor, wherein a power input shaft is mounted on one side in the closed shell through a bearing and is in transmission connection with the driving motor; a differential gear assembly is arranged on the other side in the closed shell through a bearing, and comprises a differential main body positioned in the middle, and an output shaft first gear and an output shaft second gear on two sides; the output shaft first gear and the output shaft second gear are respectively sleeved on the rotating shaft of the left half axle gear and the rotating shaft of the right half axle gear in the differential shell and can rotate; the output shaft first gear and the output shaft second gear are respectively fixed on the shells at two sides of the differential mechanism main body; the power input shaft is provided with an input shaft first gear and an input shaft second gear through a bearing; the middle part of the power input shaft is provided with a speed change control device which is used for selectively combining the power input shaft with the first gear of the input shaft or the second gear of the input shaft; the first gear of the input shaft is meshed with the first gear of the output shaft, and the second gear of the input shaft is meshed with the second gear of the output shaft.

2. The reducer power assembly with two gears according to claim 1, wherein the differential main body comprises a left shell, a right shell, a left side gear, a right side gear, a planetary gear shaft and a planetary gear, and the left shell and the right shell are butted and fixed together through a connecting block of a half-axle shell to form a semi-closed shell; the output shaft first gear and the output shaft second gear are respectively fixed on the left side and the right side of the shell; the left half axle gear and the right half axle gear are respectively bevel gears, and hollow rotating shafts of the left half axle gear and the right half axle gear are respectively arranged in central shaft holes of the left shell and the right shell and can rotate; the planetary gear shaft penetrates through the center of the shell, two ends of the planetary gear shaft are respectively fixed in the half-axle shell connecting blocks at two sides, two planetary gears sleeved at two ends of the planetary gear shaft are respectively bevel gears, and the two planetary gears are respectively meshed with the left half-axle gear and the right half-axle gear.

3. A speed reducer power assembly with two gears according to claim 1 or 2, characterized in that the hollow rotating shaft of the left side gear and the hollow rotating shaft of the right side gear are sleeved with a side gear pad respectively, and each side gear pad is located between the corresponding side gear and the corresponding inner wall of the housing.

4. The reducer power assembly with two gears according to claim 1 or 2, wherein the hollow rotating shaft of the left half-shaft gear and the hollow rotating shaft of the right half-shaft gear are respectively connected with a left output half-shaft and a right output half-shaft outwards through key slots in the hollow rotating shafts, a half-shaft oil seal is arranged between the shaft hole of the output shaft first gear and the left output half-shaft, and a half-shaft oil seal is arranged between the shaft hole of the output shaft second gear and the right output half-shaft.

5. A reducer power assembly according to claim 2, wherein planetary gear pads are respectively fitted to the outer sides of both ends of the planetary gear shafts, and the planetary gear pads are located between the corresponding planetary gear and the inner wall of the housing.

6. A decelerator power assembly with two gears as claimed in claim 1, wherein the speed change control means includes a multi-plate one-gear clutch and a multi-plate two-gear clutch respectively disposed at both sides of the middle portion of the power input shaft, and a clutch driving mechanism is disposed between the one-gear clutch and the two-gear clutch; the first gear of the input shaft and the second gear of the input shaft are respectively fixed on the shells of the first gear clutch and the second gear clutch, and the first gear clutch is in transmission connection with the power input shaft or the second gear clutch is in transmission connection with the power input shaft under the control of the clutch driving mechanism, so that the first gear of the input shaft is in transmission connection with the power input shaft or the second gear of the input shaft is in transmission connection with the power input shaft.

7. A reducer power assembly with two gears according to claim 6, wherein the first-gear clutch and the second-gear clutch are symmetrically arranged and have the same structure, and both comprise clutch housings, the power input shaft is provided with a cylindrical clutch friction plate seat with a key groove structure, the clutch housings are mounted on the power input shaft through bearings, the cylindrical clutch friction plate seat is located in the clutch housings, grooves are distributed on the inner wall of each clutch housing along the circumference, and the grooves are formed in the axial direction; a clutch pressure plate is arranged in the clutch shell, a bulge matched with the groove is arranged on the excircle of the clutch pressure plate, is matched and installed in the groove on the inner wall of the clutch shell, and can move along the axial direction; the clutch driving mechanism is used for driving the clutch friction plate and the clutch pressure plate to be close to each other and tightly pressed.

8. A reducer power assembly according to claim 4, in which the left output half shaft is supported for power transmission by a support bracket on the same side drive motor housing.

9. A reducer power assembly according to claim 1 with two gears, wherein the two side walls of the closed housing are tightly fixed with an integrated bearing cap by bolts, and the bearing caps are attached to the side walls of the closed housing on the adjacent sides.

10. A reducer power assembly according to claim 1, wherein the diameter of the output shaft first gear is greater than the diameter of the input shaft first gear, the diameter of the output shaft second gear is greater than the diameter of the input shaft second gear, and the diameter of the output shaft first gear is greater than the diameter of the output shaft second gear.

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