CN217002915U - Speed reducer and power assembly - Google Patents

Abstract

The utility model provides a speed reducer and a power assembly, and relates to the technical field of vehicle transmissions. The reduction gear includes reduction gear casing, two jackshafts and two first bearings of mutual disposition, and wherein, two jackshafts are located the reduction gear casing, and one of two jackshafts is served and all overlaps and is equipped with the gear wheel, is equipped with the recess on the lateral wall of gear wheel. The two first bearings are respectively arranged in one-to-one correspondence with the two gear wheels and are positioned in the grooves, the inner rings of the first bearings are fixedly connected with the reducer shell, and the outer rings of the first bearings are fixedly connected with the side walls of the grooves in the gear wheels. Above-mentioned technical scheme can make the first bearing of the big gear department of jackshaft embed in the gear wheel inboard completely, has shortened the axial length of power assembly for the structure of power assembly is compacter.

Description

Speed reducer and power assembly

Technical Field

The utility model relates to the technical field of vehicle transmissions, in particular to a speed reducer and a power assembly.

Background

In the existing power assembly, power flow is input to a large driving wheel of an intermediate shaft by a motor and then output to a main reduction gear on the other side along a driving pinion of the intermediate shaft, a bearing outer ring at the large gear of the intermediate shaft is usually fixed with a reducer shell, and a bearing inner ring is fixed with an intermediate gear shaft, so that the power assembly is limited by the assembly relationship between the reducer shell and a large gear, a bearing cannot be completely embedded in the inner side of the large gear, and the axial size of a transmission system is not compact.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a speed reducer, which solves the technical problem that the structure of the speed reducer is not compact as a bearing cannot be embedded inside a gear in the prior art.

It is an object of a second aspect of the present invention to provide a powertrain having a retarder.

According to an object of a first aspect of the present invention, there is provided a speed reducer comprising:

the shell of the speed reducer is provided with a speed reducer shell,

the two intermediate shafts are oppositely arranged and positioned in the reducer shell, one ends of the two intermediate shafts are respectively sleeved with a large gear, and the side wall of each large gear is provided with a groove;

the two first bearings are respectively arranged in the grooves in one-to-one correspondence with the two gear wheels, inner rings of the first bearings are fixedly connected with the reducer shell, and outer rings of the first bearings are fixedly connected with the side walls of the grooves in the gear wheels.

Optionally, a pinion is sleeved on the other end of each of the two intermediate shafts, and the bull gear and the pinion on the same intermediate shaft are arranged in a staggered manner with the bull gear and the pinion on the other intermediate shaft.

Optionally, the retarder housing comprises:

and the annular supporting piece is arranged along the axial direction of the intermediate shaft and at least partially extends into the groove of the large gear, and the supporting piece is fixedly connected with the inner ring of the first bearing.

Optionally, the method further comprises:

and the two input shafts are in transmission connection with the large gears on the two intermediate shafts respectively.

Optionally, the method further comprises:

and the two main reduction gears are arranged in one-to-one correspondence with the pinions on the two intermediate shafts and are in transmission connection with the corresponding pinions.

Optionally, the method further comprises:

and the middle yoke plate is fixedly connected with the speed reducer shell, and a mounting hole for penetrating the intermediate shaft is formed in the middle yoke plate.

Optionally, the first bearing is a cone bearing.

According to an object of the second aspect of the utility model, there is also provided a power assembly comprising:

two motors, each having an output shaft, the two output shafts being arranged coaxially; and

according to the speed reducer, the output shafts of the two motors are respectively in transmission connection with the two input shafts of the speed reducer and are coaxially arranged.

Optionally, the motor further comprises:

a motor housing;

and the rotary transformer assembly is positioned in the motor shell, sleeved on the output shaft and fixedly connected with the output shaft.

Optionally, the powertrain further comprises:

and the six second bearings are sleeved on the output shaft of the motor or the two input shafts of the speed reducer and used for supporting the output shaft and the input shafts.

The speed reducer comprises a speed reducer shell, two intermediate shafts and two first bearings, wherein the two intermediate shafts are oppositely arranged, the two intermediate shafts are positioned in the speed reducer shell, one ends of the two intermediate shafts are both sleeved with a large gear, and the side wall of the large gear is provided with a groove. The two first bearings are respectively arranged in one-to-one correspondence with the two gear wheels and are positioned in the grooves, the inner rings of the first bearings are fixedly connected with the reducer shell, and the outer rings of the first bearings are fixedly connected with the side walls of the grooves in the gear wheels. Above-mentioned technical scheme can make the first bearing of the big gear department of jackshaft embedded in the gear wheel inboard completely, has shortened power assembly's axial length for power assembly's structure is compacter.

The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.

Drawings

Some specific embodiments of the utility model will be described in detail hereinafter, by way of illustration and not limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:

FIG. 1 is a schematic block diagram of a retarder according to one embodiment of the present invention;

FIG. 2 is a schematic block diagram of two countershafts in the transmission of FIG. 1;

FIG. 3 is a schematic block diagram of an angle of a powertrain according to one embodiment of the present invention;

FIG. 4 is a schematic block diagram of another angle of a powertrain according to one embodiment of the present invention.

Reference numerals:

100-power assembly, 10-speed reducer, 20-motor, 30-second bearing, 11-speed reducer shell, 12-intermediate shaft, 13-first bearing, 14-input shaft, 15-main reducing gear, 16-intermediate connecting plate, 111-supporting piece, 121-large gear, 122-groove, 123-small gear, 21-output shaft and 22-rotary transformer assembly.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the utility model and are not to be construed as limiting the utility model.

Fig. 1 is a schematic configuration diagram of a reduction gear 10 according to one embodiment of the present invention, and fig. 2 is a schematic configuration diagram of two intermediate shafts 12 in the reduction gear 10 shown in fig. 1. As shown in fig. 1 and 2, in a specific embodiment, the reducer 10 includes a reducer casing 11, two intermediate shafts 12 and two first bearings 13, wherein the two intermediate shafts 12 are disposed in the reducer casing 11, one ends of the two intermediate shafts 12 are both sleeved with a large gear 121, and a side wall of the large gear 121 is provided with a groove 122. The two first bearings 13 are respectively arranged in one-to-one correspondence with the two large gears 121 and are located in the grooves 122, the inner ring of the first bearing 13 is fixedly connected with the reducer casing 11, and the outer ring of the first bearing 13 is fixedly connected with the side walls of the grooves 122 on the large gears 121.

This embodiment can make the first bearing 13 of the bull gear 121 department of the intermediate shaft 12 embed in the bull gear 121 inboard completely, has shortened the axial length of power assembly 100 for the structure of power assembly 100 is compacter.

In this embodiment, the other ends of the two intermediate shafts 12 are sleeved with small gears 123, and the large gears 121 and the small gears 123 on the same intermediate shaft 12 are arranged in a staggered manner with the large gears 121 and the small gears 123 on the other intermediate shaft 12. Referring to fig. 2, the two intermediate shafts 12 are stacked side by side, which is equivalent to the arrangement of the large gear 121 on one intermediate shaft 12 and the small gear 123 on the other intermediate shaft 12, so as to save the arrangement space of the reducer 10.

In this embodiment, the reducer case 11 includes an annular supporting member 111 disposed along the axial direction of the intermediate shaft 12 and at least partially extending into the groove 122 of the large gear 121, the supporting member 111 is fixedly connected with the inner ring of the first bearing 13, so that the first bearing 13 is not limited by the assembling effect of the reducer case 11 and the large gear 121, the first bearing 13 can be completely hidden in the groove 122, which is equivalent to being embedded in the large gear 121, thereby reducing the axial disposition space of the reducer 10, and making the structure of the reducer 10 more compact.

In this embodiment, the reduction gear 10 also comprises two input shafts 14, which are in driving connection with gearwheels 121 on the two intermediate shafts 12, respectively. Because the two intermediate shafts 12 are arranged oppositely, the two input shafts 14 can be directly arranged above the middle position of the two intermediate shafts 12, so that the large gears 121 on two sides of the two input shafts 14 are respectively in transmission connection with the two input shafts 14, and the arrangement of the speed reducer 10 is more compact. Here, the gearwheel 121 and the two input shafts 14 are in driving connection in a meshing manner.

In this embodiment, the reducer 10 further includes two main reduction gears 15, which are disposed in one-to-one correspondence with the pinions 123 on the two intermediate shafts 12 and are in transmission connection with the corresponding pinions 123, specifically, in a meshed manner for power transmission. Two main reduction gears 15 are located below the two intermediate shafts 12, thereby outputting power.

In this embodiment, the speed reducer 10 further includes a middle connecting plate 16, which is fixedly connected to the speed reducer housing 11, and the middle connecting plate 16 is provided with a mounting hole for passing the middle shaft 12.

The power transmission path of the reducer 10 is first transmitted from the input shaft 14 to the large gear 121, then transmitted to the small gear 123 on the other side along the intermediate shaft 12, and finally transmitted from the small gear 123 to the main reduction gear 15. Since the power is transmitted from one side of the intermediate shaft 12 to the other side, the power transmission path is long, so that the deflection deformation of the intermediate connecting plate 16 of the speed reducer 10 is not easy to occur, and the Noise, Vibration and Harshness (NVH) of the speed reducer 10 is facilitated.

In a preferred embodiment, the first bearing 13 is a cone bearing. The embodiment adopts the cone bearing, not only can absorb axial force, but also can absorb radial force, thereby solving the problem of insufficient dynamic stiffness of the bearing caused by the fact that the bearing is large to form a cantilever structure in the prior art.

Fig. 3 is a schematic configuration diagram of one angle of the power unit 100 according to one embodiment of the present invention, and fig. 4 is a schematic configuration diagram of another angle of the power unit 100 according to one embodiment of the present invention, in which an arrow direction is a power transmission direction. As shown in fig. 3 and 4, fig. 3 shows the power transmission direction of the left motor, and fig. 4 shows the power transmission direction of the right motor. In a specific embodiment, the powertrain 100 includes two electric machines 20 and the aforementioned speed reducer 10, the two electric machines 20 respectively have output shafts 21, the two output shafts 21 are coaxially arranged, and the output shafts 21 of the two electric machines 20 are respectively in transmission connection with and coaxially arranged with the two input shafts 14 of the speed reducer 10. This embodiment can save the arrangement space by coaxially arranging the motors 20.

In a preferred embodiment, the motor 20 further includes a housing of the motor 20 and a rotating assembly 22, wherein the rotating assembly 22 is located in the housing of the motor 20 and is sleeved on the output shaft 21 and is fixedly connected to the output shaft 21. This embodiment, with the rotation transformation assembly 22 disposed inside the housing of the motor 20, can make the structure of the power assembly 100 more compact. The motor 20 in this embodiment is a permanent magnet synchronous motor.

In this embodiment, the powertrain 100 further includes six second bearings 30, which are disposed on the output shafts 21 of the two motors 20 or on the two input shafts 14 of the reducer 10, for supporting the output shafts 21 and the input shafts 14. Specifically, the six bearings are divided into two groups, and each group includes three bearings, wherein one bearing is installed at the tail of the output shaft 21 of the motor 20, one bearing is installed at one end of the input shaft 14 of the speed reducer 10 far away from the output shaft 21 of the motor 20, and the remaining bearing is installed at the transmission connection position of the input shaft 14 of the speed reducer 10 and the output shaft 21 of the motor 20. Compared with the technical scheme that each motor in the power assembly is provided with four bearings in the prior art, the space of one bearing can be saved, and the axial length of the power assembly 100 is shortened.

On the premise of not influencing the assembly relation of the power assembly, the embodiment enables the transmission system with the double-motor structure to be more compact in structure and have better NVH performance through optimization of multiple structures.

Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the utility model have been illustrated and described in detail herein, many other variations or modifications consistent with the principles of the utility model may be directly determined or derived from the disclosure of the present invention without departing from the spirit and scope of the utility model. Accordingly, the scope of the utility model should be understood and interpreted to cover all such other variations or modifications.

Claims (10)

1. A speed reducer, comprising:

the shell of the speed reducer is provided with a speed reducer shell,

the two intermediate shafts are oppositely arranged and positioned in the reducer shell, one ends of the two intermediate shafts are respectively sleeved with a large gear, and the side wall of each large gear is provided with a groove;

the two first bearings are respectively arranged in the grooves in a one-to-one correspondence mode with the two gear wheels, inner rings of the first bearings are fixedly connected with the reducer shell, and outer rings of the first bearings are fixedly connected with the side walls of the grooves in the gear wheels.

2. A decelerator according to claim 1,

the other ends of the two intermediate shafts are respectively sleeved with a pinion, and the bull gear and the pinion on the same intermediate shaft are arranged in a staggered mode with the bull gear and the pinion on the other intermediate shaft.

3. The retarder of claim 2, wherein the retarder housing comprises:

and the annular supporting piece is arranged along the axial direction of the intermediate shaft and at least partially extends into the groove of the large gear, and the supporting piece is fixedly connected with the inner ring of the first bearing.

4. The reducer of claim 3, further comprising:

and the two input shafts are in transmission connection with the large gears on the two intermediate shafts respectively.

5. The decelerator of claim 2, further comprising:

and the two main reduction gears are arranged in one-to-one correspondence with the pinions on the two intermediate shafts and are in transmission connection with the corresponding pinions.

6. The decelerator of any one of claims 1-5, further comprising:

and the middle yoke plate is fixedly connected with the speed reducer shell, and a mounting hole for penetrating the intermediate shaft is formed in the middle yoke plate.

7. Decelerator according to any one of claims 1-5,

the first bearing is a cone bearing.

8. A powertrain, comprising:

two motors, each having an output shaft, the two output shafts being arranged coaxially; and

a decelerator according to any one of claims 1 to 7 wherein the output shafts of the two motors are drivingly connected to and coaxially arranged with the two input shafts of the decelerator, respectively.

9. The powertrain of claim 8, wherein the electric machine further comprises:

a motor housing;

and the rotary transformer assembly is positioned in the motor shell, sleeved on the output shaft and fixedly connected with the output shaft.

10. The powertrain of claim 8, further comprising:

and the six second bearings are sleeved on the output shafts of the motors or the two input shafts of the speed reducers and used for supporting the output shafts and the input shafts.

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