CN215908325U - Reduction gear and car - Google Patents
Reduction gear and car Download PDFInfo
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- CN215908325U CN215908325U CN202122052825.6U CN202122052825U CN215908325U CN 215908325 U CN215908325 U CN 215908325U CN 202122052825 U CN202122052825 U CN 202122052825U CN 215908325 U CN215908325 U CN 215908325U
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Abstract
The application discloses a speed reducer which comprises a box body and at least one group of speed reducing mechanisms arranged in the box body; the speed reducing mechanism comprises a first transmission shaft and a second transmission shaft; a first helical gear and a second helical gear are arranged on the first transmission shaft side by side, a third helical gear and a fourth helical gear are arranged on the second transmission shaft, the first helical gear is meshed with the third helical gear, and the second helical gear is meshed with the fourth helical gear; the transmission ratio of the first helical gear and the third helical gear is equal to that of the second helical gear and the fourth helical gear, the rotation direction of the first helical gear is opposite to that of the second helical gear, and the rotation direction of the third helical gear is opposite to that of the fourth helical gear. The application also discloses an automobile. This application can reduce the axial force of transmission shaft, avoids axial float, and the transmission stationarity is high.
Description
Technical Field
The application relates to the technical field of automobiles, in particular to a speed reducer and an automobile.
Background
The transmission shaft of the speed reducer in the existing new energy automobile has certain axial pressure on the bearing, so that the bearing in the existing speed reducer needs to bear certain axial force, the cost of the bearing is caused, and the service life of the bearing is reduced. In addition, due to the existence of the axial force on the transmission shaft, when the transmission shaft is overturned, the quality problems of abnormal sound caused by axial movement and the like can occur.
Therefore, it is necessary to design a speed reducer and an automobile which can reduce the axial force, avoid axial movement and have high transmission stability.
SUMMERY OF THE UTILITY MODEL
The utility model provides a reduction gear and car overcomes prior art's not enough, provides, can reduce the axial force of transmission shaft, avoids the axial float, and the transmission stationarity is high.
The technical scheme of the application provides a speed reducer which comprises a box body and at least one group of speed reducing mechanisms arranged in the box body;
the speed reducing mechanism comprises a first transmission shaft and a second transmission shaft;
a first helical gear and a second helical gear are arranged on the first transmission shaft side by side, a third helical gear and a fourth helical gear are arranged on the second transmission shaft, the first helical gear is meshed with the third helical gear, and the second helical gear is meshed with the fourth helical gear;
the transmission ratio of the first helical gear and the third helical gear is equal to that of the second helical gear and the fourth helical gear, the rotation direction of the first helical gear is opposite to that of the second helical gear, and the rotation direction of the third helical gear is opposite to that of the fourth helical gear.
In one optional technical scheme, two ends of the first transmission shaft are rotatably connected with the box body through first bearings respectively, and two ends of the second transmission shaft are rotatably connected with the box body through second bearings respectively.
In an optional technical solution, the box body includes a first casing and a second casing, the first casing and the second casing are connected in a split manner, and a cavity for accommodating the speed reducing mechanism is formed between the first casing and the second casing.
In an alternative solution, the first housing and the second housing are both provided with a first bearing seat for mounting the first bearing and a second bearing seat for mounting the second bearing;
and one side of the first bearing seat, which is far away from the cavity, and one side of the second bearing seat, which is far away from the cavity, are both provided with limiting parts for limiting the axial movement of the first bearing or the second bearing.
In an optional technical solution, when the first transmission shaft or the second transmission shaft is an input shaft/an output shaft, the limiting portion is an annular structure having a diameter smaller than the first bearing or the second bearing and larger than the first transmission shaft or the second transmission shaft, a through hole is formed in the annular structure, and an end portion of the first transmission shaft or the second transmission shaft passes through the through hole and extends out of the box body.
In an optional technical scheme, first lightening holes penetrating in the radial direction are formed in the first transmission shaft and the second transmission shaft.
In an optional technical solution, the first helical gear, the second helical gear, the third helical gear, and the fourth helical gear are provided with second lightening holes penetrating in an axial direction.
In an alternative embodiment, the first bevel gear and the second bevel gear are keyed to the first transmission shaft;
the third helical gear and the fourth helical gear are in key connection with the second transmission shaft.
In an alternative embodiment, the first bevel gear and the second bevel gear are integrally connected to the first transmission shaft;
the third helical gear and the fourth helical gear are integrally connected with the second transmission shaft.
The application also discloses an automobile which comprises the speed reducer.
After adopting above-mentioned technical scheme, have following beneficial effect:
in the application, the rotating direction of the first helical gear is opposite to that of the second helical gear, the rotating direction of the third helical gear is opposite to that of the fourth helical gear, the first helical gear is meshed with the third helical gear, and the second helical gear is meshed with the fourth helical gear, so that the axial forces of the first helical gear and the third helical gear are opposite to those of the second helical gear and the fourth helical gear and are mutually offset, so that the axial force cannot be applied to the bearing on the transmission shaft, and the transmission shaft cannot generate axial float and abnormal sound caused by axial float when rotating reversely;
simultaneously, the two groups of gears are in simultaneous contact, so that the strength of gear transmission can be increased, the risk of gear fracture is reduced, the stability of transmission can be improved, and the advantage of reducing jitter is achieved.
Drawings
The disclosure of the present application will become more readily understood by reference to the drawings. It should be understood that: these drawings are for illustrative purposes only and are not intended to limit the scope of the present application. In the figure:
FIG. 1 is an exploded view of a retarder according to one embodiment of the present invention;
FIG. 2 is a schematic illustration of the present invention in one embodiment with a set of reduction mechanisms;
fig. 3 is a schematic view of the present invention in which two sets of reduction mechanisms are provided in one embodiment.
Reference symbol comparison table:
a box body 1: the structure comprises a reinforcing rib 10, a first shell 11, a second shell 12, a first bearing seat 13, a second bearing seat 14, a limiting part 15, a through hole 16, a first connecting part 17, a second connecting part 18 and a connecting hole 19;
the speed reduction mechanism 2: the first transmission shaft 21, the first bevel gear 211, the second bevel gear 212, the first bearing 213, the second transmission shaft 22, the third bevel gear 221, the fourth bevel gear 222, the second bearing 223, the third transmission shaft 23, the third bearing 231, the first lightening hole 24 and the second lightening hole 25.
Detailed Description
Embodiments of the present application are further described below with reference to the accompanying drawings.
It is easily understood that according to the technical solutions of the present application, those skilled in the art can substitute various structures and implementations without changing the spirit of the present application. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the technical solutions of the present application, and should not be construed as limiting or restricting the technical solutions of the present application in their entirety.
The terms of orientation of up, down, left, right, front, back, top, bottom, and the like referred to or may be referred to in this specification are defined relative to the configuration shown in the drawings, and are relative terms, and thus may be changed correspondingly according to the position and the use state of the device. Therefore, these and other directional terms should not be construed as limiting terms. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
Throughout the description of the present application, it is to be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "coupled" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; the two components can be directly connected or indirectly connected through an intermediate medium, and the two components can be communicated with each other. The foregoing is to be understood as belonging to the specific meanings in the present application as appropriate to the person of ordinary skill in the art.
Example 1:
a decelerator, as shown in figure 1, comprises a box body 1 and at least one group of deceleration mechanisms 2 arranged in the box body 1;
as shown in fig. 2, the speed reducing mechanism 2 includes a first transmission shaft 21 and a second transmission shaft 22;
the first transmission shaft 21 is provided with a first helical gear 211 and a second helical gear 212 in parallel, the second transmission shaft 22 is provided with a third helical gear 221 and a fourth helical gear 222, the first helical gear 211 is meshed with the third helical gear 221, and the second helical gear 212 is meshed with the fourth helical gear 222;
the transmission ratio of the first bevel gear 211 and the third bevel gear 221 is equal to the transmission ratio of the second bevel gear 212 and the fourth bevel gear 222, the rotation direction of the first bevel gear 211 is opposite to the rotation direction of the second bevel gear 212, and the rotation direction of the third bevel gear 221 is opposite to the rotation direction of the fourth bevel gear 222.
In the speed reducer, the transmission ratio of the first bevel gear 211 and the third bevel gear 221 is equal to the transmission ratio of the second bevel gear 212 and the fourth bevel gear 222, so that the action synchronization of the two groups of bevel gears is ensured, and the stability of transmission is ensured. The rotation direction of the first helical gear 211 is opposite to that of the second helical gear 212, the rotation direction of the third helical gear 221 is opposite to that of the fourth helical gear 222, the first helical gear 211 is meshed with the third helical gear 221, and the second helical gear 212 is meshed with the fourth helical gear 222, so that the axial forces of the first helical gear 211 and the third helical gear 221 are opposite to and offset with the axial forces of the second helical gear 212 and the fourth helical gear 222, so that the axial force cannot be applied to a bearing on a transmission shaft, and the model selection requirement of the bearing is reduced;
simultaneously, because the disappearance of axial force, the transmission shaft also can not appear axial float and because the abnormal sound problem that the axis float caused in the reversal, through setting up two sets of gears to increase the axial contact ratio of meshing, make the meshed gear more, can increase gear drive's intensity, reduce the cracked risk of gear, and can improve driven stationarity, reach the advantage that reduces the shake.
Preferably, the helical angles of the first helical gear 211 and the second helical gear 212 are the same in size and module, and the helical angles of the third helical gear 221 and the fourth helical gear 222 are the same in size and module.
Alternatively, the speed reducer may be provided with multiple sets, as shown in fig. 3, which shows an embodiment provided with two sets of speed reducing mechanisms 2, and further includes a third transmission shaft 23, and both ends of the third transmission shaft 23 are rotatably connected with the box 1 through a third bearing 231, wherein a fifth helical gear and a sixth helical gear are further arranged on the second transmission shaft 22 side by side, a seventh helical gear and an eighth helical gear are arranged on the third transmission shaft 23 side by side, in fig. 3, for the sake of simplifying the view, only one set of helical gears is drawn on the second transmission shaft 22 and the third transmission shaft 23 as an illustration, and none of the fifth helical gear, the sixth helical gear, the seventh helical gear, and the eighth helical gear is drawn. The fifth helical gear is meshed with the seventh helical gear, the sixth helical gear is meshed with the eighth helical gear, the transmission ratio of the fifth helical gear to the seventh helical gear is the same as that of the sixth helical gear, the rotating direction of the fifth helical gear is opposite to that of the sixth helical gear, and the rotating direction of the seventh helical gear is opposite to that of the eighth helical gear, so that the axial force between the second transmission shaft 22 and the third transmission shaft 23 is eliminated. In addition, more sets of reduction mechanisms 2 may be added according to actual needs.
In one embodiment of the present application, as shown in fig. 2, two ends of the first transmission shaft 21 are rotatably connected to the housing 1 through first bearings 213, and two ends of the second transmission shaft 22 are rotatably connected to the housing 1 through second bearings 223. Because the axial force on the first transmission shaft 21 and the second transmission shaft 22 is offset by two sets of helical gears with opposite rotation directions, the requirement for model selection of the first bearing 213 and the second bearing 223 can be reduced.
In one embodiment of the present application, as shown in fig. 1, the casing 1 includes a first housing 11 and a second housing 12, the first housing 11 and the second housing 12 are connected in a split manner, and a cavity for accommodating the speed reduction mechanism 2 is formed between the first housing 11 and the second housing 12.
Further, the first housing 11 and the second housing 12 are formed by casting, as shown in fig. 1, a first connecting portion 17 and a second connecting portion 18 are respectively disposed at edges of a split contour of the first housing 11 and the second housing 12, a plurality of connecting holes 19 corresponding to each other are disposed on the first connecting portion 17 and the second connecting portion 18, and the first connecting portion 17 and the second connecting portion 18 are connected and fixed by bolts, so that the first housing 11 and the second housing 12 are connected in a split manner.
Preferably, as shown in fig. 1, a plurality of ribs 10 are provided on the outer surfaces of the first and second cases 11 and 12, and the structural strength of the case 1 can be enhanced by the ribs 10.
In one of the embodiments of the present application, as shown in fig. 1, the first housing 11 and the second housing 12 are each provided with a first bearing housing 13 for mounting the first bearing 213 and a second bearing housing 14 for mounting the second bearing 223;
and a limiting part 15 used for limiting the axial movement of the first bearing 213 or the second bearing 223 is arranged on one side of the first bearing seat 13 away from the cavity and one side of the second bearing seat 14 away from the cavity.
The first transmission shaft 21 and the first bearing 213 are axially fixed, the second transmission shaft 22 and the second bearing 223 are axially fixed, and the movement of the first transmission shaft 21 and the second transmission shaft 22 in the axial direction can be further restricted by the stopper portion 15, thereby reducing the play of the first transmission shaft 21 and the second transmission shaft 22 in the axial direction.
In one embodiment of the present application, when the first transmission shaft 21 or the second transmission shaft 22 is an input shaft/output shaft, the limiting portion 15 is an annular structure having a diameter smaller than the first bearing 213 or the second bearing 223 and larger than the first transmission shaft 21 or the second transmission shaft 22, a through hole 16 is formed in the annular structure, and an end portion of the first transmission shaft 21 or the second transmission shaft 22 passes through the through hole 16 and extends out of the casing 1.
Alternatively, the through hole 16 may be provided in one of the first housing 11 or the second housing 12, the ends of the first transmission shaft 21 and the second transmission shaft 22 are placed in the cavity on the other of the first housing 11 or the second housing 12, and the first bearing 213 and the second bearing 223 are limited by the inner wall surface of the first housing 11 or the second housing 12, so that the fixation in the axial direction is achieved.
In one embodiment of the present application, the first transmission shaft 21 and the second transmission shaft 22 are provided with first lightening holes 24 penetrating in the radial direction. The reduction gearbox can be lightened by providing the first lightening holes 24.
Alternatively, the first lightening hole 24 may be provided in the transmission shaft having a larger diameter, and when the two-stage reduction mechanism 2 is provided as shown in fig. 3, the first lightening hole 24 may be provided in the third transmission shaft 23 having a larger diameter, and the first lightening hole 24 may not be provided in the first transmission shaft 21 and the second transmission shaft 22 having a smaller diameter.
In one embodiment of the present application, the first helical gear 211, the second helical gear 212, the third helical gear 221 and the fourth helical gear 222 are provided with second lightening holes 25 penetrating in the axial direction. The reduction gearbox can be lightened by providing the second lightening holes 25.
Alternatively, the second lightening holes 25 are provided in the gear having a larger diameter, and when the two-stage reduction mechanism 2 is provided as shown in fig. 1, a plurality of second lightening holes 25 are provided at even intervals in the circumferential direction in the gear having a larger diameter connected to the first transmission shaft 21 and the third transmission shaft 23 for the purpose of reducing the weight.
In one of the embodiments of the present application, the first bevel gear 211 and the second bevel gear 212 are keyed to the first transmission shaft 21;
the third helical gear 221 and the fourth helical gear 222 are keyed to the second transmission shaft 22.
In one of the embodiments of the present application, the first bevel gear 211 and the second bevel gear 212 are integrally connected with the first transmission shaft 21;
the third helical gear 221 and the fourth helical gear 222 are integrally connected to the second transmission shaft 22.
When the diameter of the bevel gear is smaller, the bevel gear can be directly machined on the transmission shaft to meet the use requirement.
In this reduction gear, equal through setting up two sets of drive ratios, revolve to opposite gear train for the epaxial axial force of transmission offsets each other, and then can make the transmission shaft axial float appear and because the problem of axial float production abnormal sound, simultaneously, through increasing the epaxial gear train of transmission, the meshed gear is more, increases the transmission intensity of gear, improves driven stationarity, reduces the shake. In addition, the speed reducer further limits the axial direction of the transmission shaft by arranging the bearing seat, and can better avoid the transmission shaft from moving in the axial direction.
Example 2:
the application also discloses an automobile which comprises the speed reducer.
The foregoing is considered as illustrative only of the principles and preferred embodiments of the application. It should be noted that, for a person skilled in the art, several other modifications can be made on the basis of the principle of the present application, and these should also be considered as the scope of protection of the present application.
Claims (10)
1. The reducer is characterized by comprising a box body (1) and at least one group of reducing mechanisms (2) arranged in the box body (1);
the speed reducing mechanism (2) comprises a first transmission shaft (21) and a second transmission shaft (22);
a first helical gear (211) and a second helical gear (212) are arranged on the first transmission shaft (21) side by side, a third helical gear (221) and a fourth helical gear (222) are arranged on the second transmission shaft (22), the first helical gear (211) is meshed with the third helical gear (221), and the second helical gear (212) is meshed with the fourth helical gear (222);
the transmission ratio of the first helical gear (211) and the third helical gear (221) is equal to the transmission ratio of the second helical gear (212) and the fourth helical gear (222), the rotation direction of the first helical gear (211) is opposite to the rotation direction of the second helical gear (212), and the rotation direction of the third helical gear (221) is opposite to the rotation direction of the fourth helical gear (222).
2. Decelerator according to claim 1, characterized in that both ends of the first transmission shaft (21) are rotatably connected to the case (1) through first bearings (213), respectively, and both ends of the second transmission shaft (22) are rotatably connected to the case (1) through second bearings (223), respectively.
3. Decelerator according to claim 2, wherein the casing (1) comprises a first casing (11) and a second casing (12), the first casing (11) and the second casing (12) are connected in a split manner, and a cavity for accommodating the deceleration mechanism (2) is formed between the first casing (11) and the second casing (12).
4. Retarder according to claim 3, characterised in that the first housing (11) and the second housing (12) are each provided with a first bearing seat (13) for mounting the first bearing (213) and a second bearing seat (14) for mounting the second bearing (223);
and one side of the first bearing seat (13) far away from the cavity and one side of the second bearing seat (14) far away from the cavity are both provided with a limiting part (15) used for limiting the axial movement of the first bearing (213) or the second bearing (223).
5. The reducer according to claim 4, wherein when the first transmission shaft (21) or the second transmission shaft (22) is an input/output shaft, the stopper portion (15) is an annular structure having a diameter smaller than the first bearing (213) or the second bearing (223) and larger than the first transmission shaft (21) or the second transmission shaft (22), a through hole (16) is formed in the annular structure, and an end portion of the first transmission shaft (21) or the second transmission shaft (22) passes through the through hole (16) and protrudes outside the case (1).
6. Reducer according to claim 1, in which the first transmission shaft (21) and the second transmission shaft (22) are provided with first lightening holes (24) passing through them in a radial direction.
7. A reducer according to claim 1, in which the first helical gear (211), the second helical gear (212), the third helical gear (221) and the fourth helical gear (222) are provided with second lightening holes (25) passing through them in the axial direction.
8. Reducer according to claim 1, in which the first bevel gear (211) and the second bevel gear (212) are keyed to the first transmission shaft (21);
the third helical gear (221) and the fourth helical gear (222) are keyed to the second transmission shaft (22).
9. Reducer according to claim 1, in which said first bevel gear (211) and said second bevel gear (212) are integrally connected to said first transmission shaft (21);
the third helical gear (221) and the fourth helical gear (222) are integrally connected to the second transmission shaft (22).
10. A motor vehicle comprising a retarder according to any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122052825.6U CN215908325U (en) | 2021-08-27 | 2021-08-27 | Reduction gear and car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122052825.6U CN215908325U (en) | 2021-08-27 | 2021-08-27 | Reduction gear and car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215908325U true CN215908325U (en) | 2022-02-25 |
Family
ID=80292918
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202122052825.6U Active CN215908325U (en) | 2021-08-27 | 2021-08-27 | Reduction gear and car |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215908325U (en) |
-
2021
- 2021-08-27 CN CN202122052825.6U patent/CN215908325U/en active Active
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