CN217633676U - Integrated form reduction gear assembly - Google Patents
Integrated form reduction gear assembly Download PDFInfo
- Publication number
- CN217633676U CN217633676U CN202221380300.3U CN202221380300U CN217633676U CN 217633676 U CN217633676 U CN 217633676U CN 202221380300 U CN202221380300 U CN 202221380300U CN 217633676 U CN217633676 U CN 217633676U
- Authority
- CN
- China
- Prior art keywords
- gear
- stage
- driving gear
- shaft
- driven gear
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Landscapes
- Gear Transmission (AREA)
Abstract
The utility model discloses an integrated form reduction gear assembly relates to electric drive axle technical field, and this scheme carries out reasonable overall arrangement setting with input shaft, two axles, triaxial and output shaft on the position for the input shaft can be installed in the vacant space that two axles and triaxial formed, and such design will make the structure of whole reduction gear optimize, and then can make axle assembly X contract to the size within the wheel tire radius, finally reaches the purpose of optimizing the chassis space, does benefit to arranging of other assemblies in chassis.
Description
Technical Field
The utility model relates to an electric drive axle technical field specifically is an integrated form reduction gear assembly for electric drive axle.
Background
With the rapid development of new energy industries, electric drive axle products are more and more widely applied and have more and more fierce competition, and customers have higher and higher requirements on the structure size and the performance of the electric drive axle.
Most highly integrated electric drive axles applied in the current market are motor parallel type drive schemes, a shaft gear support of the speed reducer is arranged in a conventional two-end span mode, and a support bearing is arranged on a left end cover plate and a right end cover plate of the reducer shell. Therefore, in order to avoid the secondary/tertiary gears during installation, the primary gear is arranged higher, so that the height of the motor and the X-direction space of the drive axle are influenced, and the arrangement of the chassis of the whole vehicle, particularly the arrangement of a battery, is not facilitated.
SUMMERY OF THE UTILITY MODEL
Aiming at the problem of inconvenient space in the prior art, the overall layout of the speed reducer is integrated to further reduce the space occupancy rate of the speed reducer, so that the aim of optimizing the space of a chassis is fulfilled.
The utility model provides a concrete scheme as follows:
an integrated speed reducer assembly comprises
The second shaft is provided with a second-level first-level driving gear and a second-level driving gear;
the three-shaft is provided with a second-stage first-gear driven gear and a second-stage second-gear driven gear; the second-stage first-stage driven gear is in one-to-one correspondence with and meshed with the second-stage first-stage driving gear, and the second-stage driven gear is in one-to-one correspondence with and meshed with the second-stage driving gear; the three shafts are also sleeved with a three-stage driving gear and a meshing sleeve; the meshing sleeve can be matched in a gear shifting mode in the secondary first-gear driven gear and the secondary second-gear driven gear, so that the three-stage driving gear presents different rotating speeds;
the output shaft is provided with a three-stage driven gear; the three-stage driven gear is meshed with the three-stage driving gear;
the input shaft is positioned in a vacant space formed by the two shafts and the three shafts, a first-stage driving gear is sleeved on the input shaft, and the first-stage driving gear is meshed with a first-stage driven gear installed on the two shafts.
Furthermore, stepped parts are arranged at two ends of the two shafts, and the primary driven gear and the secondary driving gear are respectively sleeved and fixed with the stepped parts through splines.
Furthermore, the secondary first-gear driving gear is positioned between the primary driven gear and the secondary second-gear driving gear; and the second-level first-gear driving gear is smaller than the first-level driven gear and the second-level second-gear driving gear.
Furthermore, the secondary first-gear driving gear and the secondary shaft are of an integrated processing and forming structure; the side end face of the first-stage driven gear and the side end face of the second-stage driving gear are provided with protruding portions, and the protruding portions of the first-stage driven gear and the protruding portions of the second-stage driving gear are arranged oppositely and are abutted to the end face of the second-stage first-stage driving gear respectively.
Further, the three-stage driven gear is integrated on a differential; the output shaft is a rotating shaft of the differential.
The beneficial effect that adopts this technical scheme to reach does:
in this scheme, carry out reasonable overall arrangement setting with input shaft, two axles, triaxial and output shaft in the position for the input shaft can be installed in the vacant space that two axles and triaxial formed, and such design will make the structure of whole reduction gear can optimize, and then can make axle assembly X contract to the size within the wheel tire radius, finally reach the purpose of optimizing the chassis space, do benefit to the arrangement of other assemblies in chassis.
Drawings
FIG. 1 is a front view of an integrated retarder assembly.
FIG. 2 is a top view of the integrated retarder assembly.
Fig. 3 is a split structure view of a biaxial portion.
FIG. 4 is a side view of the integrated retarder assembly.
Wherein: 11 input shaft, 12 first-stage driving gear, 21 second shaft, 22 first-stage driven gear, 23 second-stage first-gear driving gear, 24 second-stage second-gear driving gear, 31 third shaft, 32 second-stage second-gear driven gear, 33 meshing sleeve, 34 second-stage first-gear driven gear, 35 moving gear, 41 output shaft, 42 third-stage driven gear and 211 step.
Detailed Description
The principles and features of the present invention are described below in conjunction with the following drawings, the examples given are only intended to illustrate the present invention and are not intended to limit the scope of the present invention.
The present embodiments provide an integrated retarder assembly for mounting in an electric drive axle; the overall structure of the speed reducer assembly is optimized, so that the size of the speed reducer assembly is further reduced, and the space occupancy rate of the speed reducer can be effectively reduced.
In this solution, referring to fig. 1-4, the proposed integrated retarder assembly comprises an input shaft 11, two shafts 21, three shafts 31 and an output shaft 41.
Wherein, a second-level first-gear driving gear 23 and a second-level second-gear driving gear 24 are arranged on the second shaft 21; a second-stage first-stage driven gear 34 and a second-stage driven gear 32 are mounted on the three shaft 31; here, the second-stage first-stage driven gear 34 corresponds to and is meshed with the second-stage first-stage driving gear 23, and the second-stage driven gear 32 corresponds to and is meshed with the second-stage driving gear 24; the purpose of speed reduction is achieved by adopting the corresponding mutual meshing.
A third-stage driving gear 35 and a meshing sleeve 33 are further sleeved on the three shaft 31; the sleeve 33 can be engaged in the second-stage first-stage driven gear 34 and the second-stage driven gear 32 in a shifting manner, so that the third driving gear 35 presents different rotating speeds; a third-stage driven gear 42 is mounted on the output shaft 41; the third driven gear 42 is meshed with the third driving gear 35; the input shaft 11 is located in a vacant space formed by the two shafts 21 and the three shafts 31, the input shaft 11 is sleeved with a first-stage driving gear 12, and the first-stage driving gear 12 is meshed with a first-stage driven gear 22 installed on the two shafts 21.
Optionally, the tertiary driven gear 35 is integrated on the differential; the output shaft 41 here is the rotating shaft of the differential.
Through adopting above structural design for certain vacant space has just been formed between two axles 21 and triaxial 31, for more integrated design motor (not drawn), we set up input shaft 11 in the vacant space here, and input shaft 11 is connected fixedly with the output of motor (not drawn), and has cup jointed one-level driving gear 12 on input shaft 11, and one-level driving gear 12 meshes with the one-level driven gear 22 of installing on two axles 21.
The specific transmission mode is that the input shaft 11 rotates to enable the primary driving gear 12 to follow up; the primary driving gear 12 is meshed with the primary driven gear 22, so that the secondary shaft 21 follows the secondary first-gear driving gear 23 and the secondary second-gear driving gear 24 which are arranged on the secondary shaft 21; the meshing sleeve 33 on the three shaft 31 is shifted and adjusted, and the meshing sleeve 33 is ensured to be in matched transmission with the corresponding second-stage first-stage driven gear 34 or second-stage driven gear 32, so that the three shaft 31 and the third-stage driving gear 35 fixed on the three shaft 31 rotate, and finally the third-stage driving gear 35 transmits the rotating force to the third-stage driven gear 42, so that the final speed reduction purpose is achieved.
In the scheme, the specific composition structure is optimized, so that the installation of each part is more reasonable and stable.
Referring to fig. 3, the secondary shaft 21 is provided with stepped portions 211 at both ends thereof, the primary driven gear 22 is fitted and fixed to the stepped portion 211 at the front end by a spline, and the secondary driving gear 24 is fitted and fixed to the stepped portion 211 at the rear end by a spline.
Optionally, in order to improve the transmission strength and efficiency, the secondary first-gear driving gear 23 and the secondary shaft 21 are integrally processed and formed; namely, when the two shafts 21 are machined, the secondary first-gear driving gear 23 is synchronously machined and formed at the middle part of the two shafts; the side end faces of the first-stage driven gear 22 and the second-stage driving gear 24 are provided with protrusions, and the protrusions of the first-stage driven gear 22 and the protrusions of the second-stage driving gear 24 are arranged oppositely and are respectively abutted to the second-stage first-stage driving gear 23.
Optionally, the second-level first-gear driving gear 23 is smaller than the first-level driven gear 22 and the second-level second-gear driving gear 24, so that a vacant space is formed between the second shaft and the third shaft, and the position of the input shaft is more conveniently set.
This technical scheme carries out reasonable overall arrangement setting with two axles 21, triaxial 31 and output shaft 41 in the position for input shaft 11 can be installed in the vacant space that two axles 21 and triaxial 31 formed, and such design will make the structure of whole reduction gear optimize, and then can make axle assembly X contract to the size within the wheel tire radius, finally reaches the purpose of optimizing the chassis space, does benefit to the arrangement of other assemblies in chassis.
The above description is only for the preferred embodiment of the present invention, and is not intended to limit the present invention, and any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included within the protection scope of the present invention.
Claims (5)
1. An integrated speed reducer assembly is characterized by comprising
The two-shaft (21), wherein a second-level first-gear driving gear (23) and a second-level second-gear driving gear (24) are mounted on the two-shaft (21);
the three-shaft (31), wherein a second-stage first-stage driven gear (34) and a second-stage driven gear (32) are mounted on the three-shaft (31); the secondary first-gear driven gear (34) and the secondary first-gear driving gear (23) are in one-to-one correspondence and are mutually meshed, and the secondary second-gear driven gear (32) and the secondary second-gear driving gear (24) are in one-to-one correspondence and are mutually meshed; a three-stage driving gear (35) and a meshing sleeve (33) are sleeved on the three shafts (31); the meshing sleeve (33) can be in gear shifting fit in the two-stage first-speed driven gear (34) and the two-stage second-speed driven gear (32) so that the three-stage driving gear (35) presents different rotating speeds;
an output shaft (41), wherein a three-stage driven gear (42) is mounted on the output shaft (41); the three-stage driven gear (42) is meshed with the three-stage driving gear (35);
still include input shaft (11), input shaft (11) are located two axle (21) with in the vacant space that triaxial (31) formed, one-level driving gear (12) have been cup jointed on input shaft (11), one-level driving gear (12) with install one-level driven gear (22) meshing on two axle (21).
2. An integrated decelerator assembly as claimed in claim 1, wherein the two shafts (21) have stepped portions (211) at both ends thereof, and the primary driven gear (22) and the secondary second driving gear (24) are respectively fixed to the stepped portions (211) by spline fitting.
3. An integrated retarder assembly according to claim 2, characterised in that the secondary first gear drive gear (23) is located between the primary driven gear (22) and the secondary second gear drive gear (24); and the second-level first-gear driving gear (23) is smaller than the first-level driven gear (22) and the second-level second-gear driving gear (24).
4. An integrated decelerator assembly according to claim 3, wherein the second stage first stage driving gear (23) is formed as a single piece with the second shaft (21); the side end faces of the first-stage driven gear (22) and the second-stage driving gear (24) are provided with protruding portions, and the protruding portions of the first-stage driven gear (22) and the protruding portions of the second-stage driving gear (24) are arranged oppositely and are abutted to the end face of the second-stage first-stage driving gear (23) respectively.
5. An integrated retarder assembly according to claim 1, characterised in that the tertiary driven gearwheel (35) is integrated in a differential; the output shaft (41) is a rotating shaft of the differential.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221380300.3U CN217633676U (en) | 2022-06-01 | 2022-06-01 | Integrated form reduction gear assembly |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221380300.3U CN217633676U (en) | 2022-06-01 | 2022-06-01 | Integrated form reduction gear assembly |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217633676U true CN217633676U (en) | 2022-10-21 |
Family
ID=83623604
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221380300.3U Active CN217633676U (en) | 2022-06-01 | 2022-06-01 | Integrated form reduction gear assembly |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217633676U (en) |
-
2022
- 2022-06-01 CN CN202221380300.3U patent/CN217633676U/en active Active
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN109466299B (en) | Light-weight double-motor double-speed reducer electric drive axle assembly | |
| CN110774831A (en) | Commercial car coaxial type two-gear speed change electric drive axle power assembly | |
| CN112519501A (en) | Double-motor integrated two-gear AMT double-speed parallel shaft output two-stage belt wheel side speed reduction electric drive axle | |
| CN211335435U (en) | Double-motor integrated two-gear AMT double-speed parallel shaft secondary belt wheel side speed reduction electric drive axle | |
| CN210852020U (en) | Electric vehicle driving system, electric drive axle and electric vehicle | |
| CN211009743U (en) | Two-shaft electrically-driven speed reducer | |
| CN217633676U (en) | Integrated form reduction gear assembly | |
| CN211918383U (en) | Longitudinally-arranged two-gear integrated electric drive bridge behind motor | |
| CN110848346A (en) | Double-motor transverse shiftable electric drive bridge reducer assembly | |
| CN111469605A (en) | Integrated three-stage speed reduction electric drive axle | |
| CN115366644A (en) | Double-motor two-gear unpowered interruption electric drive axle | |
| CN212499889U (en) | Two-gear electric drive axle arrangement structure for commercial vehicle | |
| CN212332293U (en) | Integrated form second grade speed reduction electric drive axle | |
| CN212332285U (en) | Three-stage planet row speed reduction non-shaft installation electric bridge assembly | |
| CN111923727A (en) | Two-gear electric drive axle arrangement structure for commercial vehicle | |
| CN112519500A (en) | Two-level speed reduction electric drive axle integrating two-gear AMT double-speed parallel shaft output of double motors | |
| CN212332297U (en) | Three-level speed reduction motor drive axle | |
| CN214267353U (en) | Axle assembly and vehicle | |
| CN213973464U (en) | Two-stage speed reduction two-gear speed change non-shaft type axle | |
| CN211820614U (en) | Single-motor transverse shiftable electric drive bridge reducer assembly | |
| CN212765496U (en) | Non-shaft type mounting axle with three-stage speed reduction and two-gear speed change mechanism | |
| CN212765497U (en) | Three-level speed reduction parallel shaft installation electric bridge assembly | |
| CN214727933U (en) | Three-level speed reduction double-motor vertical shaft electric drive axle assembly | |
| CN212604296U (en) | Integrated form commercial car electricity drives bridge | |
| CN212332295U (en) | Three-level speed reduction electric drive axle adopting cylindrical gear differential mechanism |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| GR01 | Patent grant | ||
| GR01 | Patent grant |