CN220416195U - Speed reducer box, speed reducer and vehicle - Google Patents

Abstract

The utility model discloses a speed reducer box, a speed reducer and a vehicle. The speed reducer box body comprises an inner wall, wherein the inner wall is provided with a first bearing chamber for supporting a first transmission shaft, a second bearing chamber for supporting a second transmission shaft and a third bearing chamber for supporting a third transmission shaft; the second bearing chamber is provided with a first oil guide groove and a second oil guide groove which are respectively communicated with the second bearing chamber, and the first oil guide groove is arranged on one side of the second bearing chamber close to the first bearing chamber so as to collect lubricating oil thrown out by the first transmission shaft when the vehicle advances; the second oil guiding groove is arranged on one side of the second bearing chamber close to the third bearing chamber, so that lubricating oil thrown out by the third transmission shaft is collected when the vehicle retreats. Above-mentioned reduction gear box, the both sides of second bearing room all set up the oil guide groove, can all lead lubricating oil to the second bearing room when the vehicle advances and backs for the bearing in the second bearing room is advancing and the back operating mode can both be lubricated, thereby realizes the lubrication effect to the bearing of second bearing room.

Description

Speed reducer box, speed reducer and vehicle

Technical Field

The utility model relates to the technical field of vehicle transmission, in particular to a speed reducer box, a speed reducer and a vehicle.

Background

The speed reducer of the vehicle generally needs a lubrication structure to lubricate the bearing, prolong the service life of the bearing and improve the transmission efficiency of the gear. Splash lubrication is generally adopted in the speed reducer, namely, the internal gear of the speed reducer agitates the lubricating oil, so that the lubricating oil splashes to the bearing in the speed reducer to lubricate the bearing.

In the related art, the bearing of the intermediate transmission shaft is difficult to obtain effective lubrication effects in both forward and backward working conditions, and abrasion is easy to occur.

Disclosure of Invention

The utility model provides a speed reducer box, a speed reducer and a vehicle.

The embodiment of the utility model provides a speed reducer box body, which is used for installing a first transmission shaft, a second transmission shaft and a third transmission shaft, wherein the speed reducer box body comprises a box body, the box body comprises an inner wall, and the inner wall encloses a cavity;

the inner wall is provided with a first bearing chamber for supporting the first transmission shaft, a second bearing chamber for supporting the second transmission shaft and a third bearing chamber for supporting the third transmission shaft;

the second bearing chamber is provided with a first oil guide groove and a second oil guide groove which are respectively communicated with the second bearing chamber, and the first oil guide groove is arranged on one side of the second bearing chamber close to the first bearing chamber so as to collect lubricating oil thrown out by the first transmission shaft when the vehicle moves forward and rotates along a first direction; the second oil guide groove is arranged on one side of the second bearing chamber, which is close to the third bearing chamber, so as to collect lubricating oil thrown out by the third transmission shaft when the vehicle moves backwards and rotates along a second direction.

Above-mentioned reduction gear box, the both sides of second bearing room all set up the oil guide groove, can all lead lubricating oil to the second bearing room when the vehicle advances and backs for the bearing in the second bearing room is advancing and the back operating mode can both be lubricated, thereby realizes the lubrication effect to the bearing of second bearing room.

The chamber includes an oil impregnated area; the second bearing chamber is arranged at intervals from the oil immersion area, so that the second transmission shaft is arranged at intervals from the oil immersion area. In this way, all drive shafts can be lubricated with less lubrication oil.

The second bearing chamber is between the first bearing chamber and the third bearing chamber. Therefore, the problem that the strength of the two bearing chambers is insufficient due to the fact that the two oil guide grooves are intensively arranged at the same position in the circumferential direction of the two bearing chambers can be avoided.

The box body comprises a front box and a rear box, the number of the first bearing chambers, the second bearing chambers and the third bearing chambers is two, the two first bearing chambers are respectively arranged on the front box and the rear box, the two second bearing chambers are respectively arranged on the front box and the rear box, and the two third bearing chambers are respectively arranged on the front box and the rear box. Thus, the speed reducing effect can be ensured on the basis of having enough lubrication effect.

The embodiment of the utility model provides a speed reducer, which comprises a first transmission shaft, a second transmission shaft, a third transmission shaft and the speed reducer box body according to any one of the above embodiments; the first transmission shaft is installed in the first bearing chamber, the second transmission shaft is installed in the second bearing chamber, and the third transmission shaft is installed in the third bearing chamber.

Above-mentioned reduction gear, both sides of second bearing room all set up the oil groove, can all guide lubricating oil to the second bearing room when the vehicle advances and backs for the bearing in the second bearing room is advancing and the back operating mode can both be lubricated, thereby realizes the lubrication effect to the bearing of second bearing room.

The first transmission shaft, the second transmission shaft and the third transmission shaft are sequentially connected in a transmission mode. Thus, a transmission effect can be achieved.

The box body comprises an inner wall, the inner wall encloses a cavity, the cavity comprises an oil immersion area, the second transmission shaft is positioned outside the oil immersion area, and the third transmission shaft is positioned in the oil immersion area. Thus, the lubrication effect on the third transmission shaft can be ensured.

The inner wall is provided with an arc oil baffle plate surrounding the third transmission shaft, the arc oil baffle plate part is positioned in the oil immersion area, and the arc oil baffle plate part protrudes out of the oil immersion area. Thus, the oil stirring loss of the third transmission shaft can be reduced.

The inner wall is provided with an oil guide plate, the oil guide plate is positioned in the oil throwing direction when the first transmission shaft rotates along the first direction, and the outlet of the oil guide plate faces the first oil guide groove;

and/or the oil guide plate is positioned in the oil throwing direction when the third transmission shaft rotates along the second direction; the outlet of the oil guide plate faces the second oil guide groove. Thus, the lubrication effect can be improved.

An embodiment of the present utility model provides a vehicle including: the decelerator according to any one of the above embodiments.

Above-mentioned vehicle, both sides of second bearing room all set up the oil guide groove, can both guide lubricating oil to the second bearing room when the vehicle advances and backs for the bearing in the second bearing room is advancing and the back operating mode can both be lubricated, thereby realizes the lubrication effect to the bearing of second bearing room.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the present utility model will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

fig. 1 is a schematic structural view of a decelerator according to an embodiment of the present utility model;

fig. 2 is another schematic structural view of the decelerator according to the embodiment of the present utility model.

Description of main reference numerals:

the vehicle 100, the speed reducer 10, the speed reducer box 11, the box body 110, the first transmission shaft 1101, the second transmission shaft 1102, the third transmission shaft 1103, the chamber 111, the oil immersion area 1111, the liquid surface 1112, the inner wall 112, the first bearing chamber 12, the second bearing chamber 13, the oil guiding groove 131, the first oil guiding groove 1311, the second oil guiding groove 1312, the first end 1313, the second end 1314, the third bearing chamber 14, the baffle 15, the reinforcing rib structure 16, and the arc-shaped oil baffle 17.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary only for explaining the present utility model and are not to be construed as limiting the present utility model.

The following disclosure provides many different embodiments, or examples, for implementing different features of the utility model. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the utility model. Furthermore, the present utility model may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present utility model provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

Referring to fig. 1 and 2, a reduction box 11 according to an embodiment of the present utility model is provided, and the reduction box 11 is used for mounting a first transmission shaft 1101, a second transmission shaft 1102, and a third transmission shaft 1103. The reducer housing 11 includes a housing body 110, the housing body 110 including an inner wall 112. The inner wall 112 encloses a chamber 111.

The inner wall 112 is provided with a first bearing chamber 12 for supporting the first transmission shaft 1101, a second bearing chamber 13 for supporting the second transmission shaft 1102, and a third bearing chamber 14 for supporting the third transmission shaft 1103.

The second bearing chamber 13 is provided with a first oil guide groove 1311 and a second oil guide groove 1312, and the first oil guide groove 1311 and the second oil guide groove 1312 communicate with the second bearing chamber 13, respectively. The first oil guide groove 1311 is provided on a side of the second bearing chamber 13 near the first bearing chamber 12 to collect lubricating oil thrown out by the first transmission shaft 1101 when the vehicle is advancing in the first direction. The second oil guide groove 1312 is provided at a side of the second bearing chamber 13 near the third bearing chamber 14 to collect lubricating oil thrown out by the third transmission shaft 1103 when the vehicle is backing up and rotating in the second direction.

Specifically, the extending directions of the first oil guide groove 1311 and the second oil guide groove 1312 may be set according to the oil slinging directions of the first transmission shaft 1101 and the third transmission shaft 1103, and the inner wall 112 boundary of the tank body 110. For example, as shown in fig. 1, the second oil guide groove 1312 extends in the oil slinger direction of the third transmission shaft 1103; since the first transmission shaft 1101 is adjacent to the inner wall 112 of the tank body 110, when the first transmission shaft 1101 throws oil, the oil is guided by the inner wall 112 and partially adheres to the inner wall 112, and flows back to the bottom of the chamber 111 along the inner wall 112 by gravity, at this time, the inlet of the first oil guide groove 1311 is disposed adjacent to the inner wall 112, and the first oil guide groove 1311 is inclined to extend downward to collect the oil flowing back along the inner wall 112 into the second bearing chamber 13.

In the present embodiment, when the vehicle is moving forward and backward, the rotation directions of the drive shafts are different, and when the vehicle is moving forward, the first drive shaft 1101 and the third drive shaft 1103 are both rotated in the first direction, and when the vehicle is moving backward, the first drive shaft 1101 and the third drive shaft 1103 are both rotated in the second direction, and the first direction and the second direction are opposite. There may be a driving relationship between the first driving shaft 1101 and the third driving shaft 1103, for example, the first driving shaft 1101, the second driving shaft 1102, and the third driving shaft 1103 are sequentially connected in driving manner, so that the rotation directions of the first driving shaft 1101 and the third driving shaft 1103 are kept consistent; there may be no driving relationship between the first transmission shaft 1101 and the third transmission shaft 1103, for example, the first transmission shaft 1101 and the third transmission shaft 1103 are respectively in driving connection with different power sources, which may be an engine or an electric motor.

The two sides of the second bearing chamber 13 of the reducer casing 11 are respectively provided with the oil guide grooves, and lubricating oil can be guided to the second bearing chamber 13 when the vehicle moves forwards and backwards, so that the bearings in the second bearing chamber 13 can be lubricated under the working conditions of both forwards and backwards, and the lubrication effect on the bearings in the second bearing chamber 13 is realized.

In one embodiment, the first drive shaft 1101 may be a drive shaft, and the first drive shaft 1101 may be supported in the first bearing housing 12 by a bearing and may drive the second drive shaft 1102 by a connecting motor (not shown). The second bearing chamber 13 may support the second drive shaft 1102 through a bearing. The second transmission shaft 1102 may rotate the third transmission shaft 1103 by the power of the first transmission shaft 1101, so that the power may be output through the third transmission shaft 1103.

Likewise, the third drive shaft 1103 may also be supported on bearings of the third bearing chamber 14. The lubricating oil in the chamber 111 may accumulate at the bottom of the chamber 111 under the force of gravity. In the case where the first transmission shaft 1101 rotates the second transmission shaft 1102, the first transmission shaft 1101 may drive the lubricant to lift and enter the lubricant sump 131. The oil guide groove 131 may communicate with the bearings of the second bearing chamber 13, and the lubricating oil in the oil guide groove 131 may be introduced into the second bearing chamber 13 to lubricate the bearings.

In another embodiment, the third transmission shaft 1103 may also lift the lubricant and enter the oil guide groove 131. Thereby, the oil guide groove 131 can realize a lubrication effect on the second bearing chamber 13.

In fig. 1 and 2, the chamber 111 may include an oil immersion region 1111. The second bearing chamber 13 may be spaced apart from the oil immersion area 1111 such that the second driving shaft 1102 is spaced apart from the oil immersion area 1111.

In this way, all drive shafts can be lubricated with less lubrication oil.

The oil immersion zone 1111 may be located at the bottom of the chamber 111. The second bearing chamber 13 is spaced from the oil-impregnated area 1111 so that the oil-impregnated area 1111 does not need to be set too high, and the thrown out lubricating oil stays on the second drive shaft 1102, so that less lubricating oil can be disposed.

The oil immersion area 1111 may be an area immersed when the oil is stationary when the reduction gear box 11 is not operating.

In fig. 1 and 2, the second bearing chamber 13 may be located between the first bearing chamber 12 and the third bearing chamber 14.

In this way, it is possible to avoid the shortage of strength of the second bearing chamber 13 caused by the two oil guide grooves being intensively provided at the same position in the circumferential direction of the second bearing chamber 13.

When the second bearing chamber 13 is located between the first bearing chamber 12 and the third bearing chamber 14, two oil guiding grooves can be provided at a distance in the circumferential direction of the second bearing chamber 13, so that the two oil guiding grooves can provide support through the first bearing chamber 12 and the third bearing chamber 14, respectively, to achieve an oil guiding effect of guiding lubricating oil to the second bearing chamber 13, and can be caused to flow toward the second bearing chamber 13 through different directions.

The case body 110 may include a front case (not shown) and a rear case (not shown), the number of the first bearing chambers 12, the second bearing chambers 13, and the third bearing chambers 14 may be two, the two first bearing chambers 12 may be disposed on the front case and the rear case, the two second bearing chambers 13 may be disposed on the front case and the rear case, and the two third bearing chambers 14 may be disposed on the front case and the rear case, respectively.

Thus, on the basis of having sufficient lubrication effect, the deceleration effect can be ensured.

Specifically, the front case and the rear case may be spaced apart from each other in the front-rear direction of the vehicle. Under the premise of realizing the transmission effect, the front box and the rear box can realize the lubrication effect on the respective second bearing chambers 13, so that the situations of abrasion of the transmission structure can be reduced for the front box and the rear box, and the front box and the rear box can be used for decelerating the vehicle.

Referring to fig. 1 and 2, a speed reducer 10 of the present utility model may include a first transmission shaft 1101, a second transmission shaft 1102, a third transmission shaft 1103, and a speed reducer housing 11 in any case of the present utility model. The first drive shaft 1101 may be mounted in the first bearing housing 12, the second drive shaft 1102 may be mounted in the second bearing housing 13, and the third drive shaft 1103 may be mounted in the third bearing housing 14.

The above-mentioned reduction gear 10, both sides of second bearing room 13 all set up the oil guide groove, can both guide lubricating oil to second bearing room 13 when the vehicle advances and backs for the bearing in second bearing room 13 can both be lubricated in advancing and backing operating mode, thereby realizes the lubrication effect to the bearing of second bearing room 13.

It will be appreciated that, on the basis of the reducer case 11 in the foregoing, the reducer case 11 can reduce the occurrence of wear on the transmission structure, so that the transmission structure of the reducer 10 can also reduce the occurrence of wear. The specific implementation principle can be referred to the content of the reducer case 11, and will not be expanded here.

In fig. 1 and 2, the first drive shaft 1101, the second drive shaft 1102, and the third drive shaft 1103 may be sequentially drivingly connected.

Thus, a transmission effect can be achieved.

The first transmission shaft 1101 may be a driving shaft, and then the second transmission shaft 1102 and the third transmission shaft sequentially achieve a transmission effect. The second driving shaft 1102 may be a driving shaft, and then the driving effect is achieved through the second driving shaft 1102 and the third driving shaft 1103, respectively. The third drive shaft 1103 may be a drive shaft, and then achieve a drive effect through the first drive shaft 1101 and the second drive shaft 1102, respectively.

In fig. 1 and 2, the tank body 110 may include an inner wall 112, the inner wall 112 may enclose a chamber 111, the chamber 111 may include an oil immersion area 1111, the second drive shaft 1102 may be outside the oil immersion area 1111, and the third drive shaft 1103 may be partially inside the oil immersion area 1111.

In this way, the lubrication effect on the third transmission shaft 1103 can be ensured.

In fig. 1 and 2, the oil level of the oil immersed region 1111 is indicated by a dotted line. The side of the third transmission shaft 1103 along the lower part may be partially located below the dotted line, and when the third transmission shaft 1103 is driven, the surface of the third transmission shaft 1103 may be immersed in the oil immersion area 1111 along the rotation direction, so that the surface of the third transmission shaft 1103 may be covered with lubricating oil (or oil stirring) finally, and a lubricating effect on the third transmission shaft 1103 is achieved.

In fig. 1, an arc-shaped oil baffle 17 disposed around the third transmission shaft 1103 may be disposed on the inner wall 112, the arc-shaped oil baffle 17 may be partially disposed in the oil immersion area 1111, and the arc-shaped oil baffle 17 may partially protrude from the oil immersion area 1111.

In this way, churning losses of the third drive shaft 1103 may be reduced.

In fig. 1 and 2, the arc-shaped oil baffle 17 may be curved from bottom to top to be arranged in an arc shape, so that the lubricating oil can be divided into two areas. When the third transmission shaft 1103 stirs oil, only the oil in one area is stirred, and the oil in the other area is not stirred; since the amount of stirring of the third transmission shaft 1103 becomes smaller than when there is no oil baffle, the stirring resistance of the third transmission shaft 1103 can be reduced, thereby reducing the stirring loss.

An oil guide plate (not shown) may be provided on the inner wall 112. The oil guide plate may be in an oil slinging direction when the first transmission shaft 1101 rotates in a first direction, and an outlet of the oil guide plate may face the first oil guide groove 1311.

The oil guide plate may also be located in an oil slinging direction when the third transmission shaft 1103 rotates in the second direction; the outlet of the oil guide plate may face the second oil guide groove.

Thus, the lubrication effect can be improved.

The oil guide plate can be obliquely arranged. The inclined end of the oil guide plate may be adjacent to the corresponding oil guide groove. When the first transmission shaft 1101 rotates in the first direction to throw oil, the lubricating oil is thrown onto the oil guide plate and can flow downwards into the first oil guide groove 1311 along the inclined direction of the oil guide plate, so that part of the lubricating oil can be prevented from being thrown into the first oil guide groove 1311, and the lubricating effect can be improved.

When the third transmission shaft 1103 rotates along the second direction to throw oil, the lubricating oil can be thrown on the oil guide plate and can flow downwards into the second oil guide groove 1312 along the inclined direction of the oil guide plate, so that part of the lubricating oil can be prevented from being thrown into the second oil guide groove 1312, and the lubricating effect can be improved.

Further, one oil guide plate may be provided for each of the first oil guide groove 1311 and the second oil guide groove 1312.

In some embodiments, the oil guide groove 131 may be formed with a first opening (not shown). The first opening may be located at the bottom of the oil guide groove 131 and toward the second bearing chamber 13. The lubricating oil can flow to the first opening along the groove direction of the oil guide groove 131.

In this way, flow can be directed to the second bearing chamber 13.

In particular, referring to fig. 1 and 2, in one embodiment, the oil guide groove 131 may be fixed in the chamber 111, and a bottom wall and a side wall thereof may accommodate the flow of the lubricating oil along the groove direction of the oil guide groove 131. By opening the first opening toward the second bearing chamber 13, the lubricating oil can be caused to fall from the first opening toward the second bearing chamber 13, thereby lubricating the bearings of the second bearing chamber 13.

Referring to fig. 1 and 2, in some embodiments, the oil guide groove 131 may be formed with a first end 1313 and a second end 1314. The first opening may be disposed at the second end 1314. The first end 1313 may have a greater level than the second end 1314.

In this way, the lubricant can be transferred by gravity.

In particular, referring to fig. 1 and 2, in one embodiment, the oil guide groove 131 may be disposed obliquely in a height direction such that the first end 1313 is higher than the second end 1314. The oil guide groove 131 may be provided with a continuous groove containing lubricating oil from the first end 1313 to the second end 1314 along the extending direction of the body of the oil guide groove 131, so that the lubricating oil may flow toward the second end 1314 by gravity. By providing the first opening at the second end 1314, lubricating oil can be caused to flow to the second bearing chamber 13 in a natural state, thereby lubricating the second bearing chamber 13.

Referring to fig. 1 and 2, in some embodiments, the oil guide groove 131 may be formed with a second opening (not shown), which may penetrate the top of the oil guide groove 131.

Thus, the area for receiving the lubricating oil can be increased.

Specifically, referring to fig. 1 and 2, in one embodiment, the cross section of the oil guiding groove 131 may have a concave structure with three surrounding surfaces and an open top surface, and in other embodiments, the cross section of the oil guiding groove 131 may have a surrounding V-shaped structure or a semicircular structure. It will be appreciated that by providing the oil guide groove 131 in a structure in which the top portion is not enclosed, the oil guide groove 131 can receive the lubricating oil dropped therein in a larger area.

Referring to fig. 1 and 2, in some embodiments, at least a portion of the first drive shaft 1101 may be located within the oil impregnated area 1111.

In this way, the lubrication effect of the first transmission shaft 1101 can be improved.

Referring specifically to fig. 1 and 2, in one embodiment, the first drive shaft 1101 may be secured to the first bearing housing 12 by bearings. In the case where at least a portion of the first drive shaft 1101 may be below the level 1112 of the lubricating oil in the oil-impregnated region 1111, the lubricating oil may be lifted and then fall back under gravity as the first drive shaft 1101 rotates. A part of the lubricating oil falling back can fall into the first bearing chamber 12, so that the bearings of the first bearing chamber 12 are lubricated, the lubricating effect between the first transmission shaft 1101 and the bearings of the first bearing chamber 12 can be improved, and the transmission efficiency of the first transmission shaft 1101 can be improved.

In addition, the first, second and third drive shafts 1101, 1102, 1103 may each include teeth (not shown). The first drive shaft 1101, the second drive shaft 1102, and the third drive shaft 1103 can be driven in meshing engagement with one another by teeth. In the case of a rotational drive of the first drive shaft 1101, a portion of the teeth of the first drive shaft 1101 may be moved out of the oil impregnated area 1111 and another portion of the teeth of the first drive shaft 1101 may be submerged into the oil impregnated area 1111. The portion of the tooth portion which is immersed below the liquid surface 1112 of the lubricating oil may be lifted above the liquid surface 1112 of the lubricating oil and transfer the adhering lubricating oil upward, and the portion of the tooth portion may transfer the lubricating oil adhering thereto to the oil guide groove 131 and may be movably immersed again below the liquid surface 1112 of the lubricating oil. Thereby, the lubricant can be continuously delivered into the oil guide groove 131 to lubricate the bearings of the second bearing chamber 13.

Referring to fig. 1 and 2, in some embodiments, the speed reducer 10 includes a baffle 15. A baffle 15 may be disposed on top of the oil guide groove 131. The baffle 15 may be configured to receive lubrication oil thrown off of the first drive shaft 1101 and/or the third drive shaft 1103 and may direct the lubrication oil to flow into the oil guide groove 131.

In this way, the pooling effect can be enhanced.

Specifically, referring to fig. 1 and 2, in one embodiment, during rotation of the first drive shaft 1101, a portion of the lubricating oil below the liquid level 1112 of the oil immersion zone 1111 may adhere to the first drive shaft 1101 and be driven upward. During upward transfer of the lubricant, a portion of the lubricant may be centrifuged off of the first drive shaft 1101 and parabolic in the chamber 111. A baffle 15 may be provided at the top of the oil guide groove 131. The oil guide groove 131 may receive a portion of the lubricating oil in parabolic motion through the baffle 15. The lubricating oil which has remained on the baffle 15 can be collected by gravity and guided to flow into the oil guide groove 131.

Referring to fig. 1 and 2, in some embodiments, the speed reducer 10 may include a stiffener structure 16. The rib structure 16 may be raised on the inner wall 112.

In this way, the structural strength can be enhanced.

Specifically, referring to fig. 1 and 2, in one embodiment, the inner wall 112 may be provided with a reinforcing rib structure 16, so as to strengthen the overall structure of the speed reducer 10, and avoid deformation of the inner wall 112 of the speed reducer 10 due to vibration or temperature change during transmission.

Referring to fig. 1 and 2, in some embodiments, the rib structures 16 may be distributed in a net shape on the inner wall 112.

In this manner, the integrity of the inner wall 112 may be improved.

In particular, referring to fig. 1 and 2, in one embodiment, the stiffener structure 16 may be a metal rib with a spider-web arrangement centered on the first, second, or third bearing chambers 12, 13, 14. Accordingly, the reinforcing rib structures 16 can be uniformly and densely distributed on the whole side surface of the inner wall 112, so that the integrity of the inner wall 112 is improved, and the deformation resistance of the inner wall 112 is effectively improved.

A vehicle 100 according to an embodiment of the present utility model may include the speed reducer 10 according to any one of the above embodiments.

The two sides of the second bearing chamber 13 of the vehicle 100 are provided with the oil guiding grooves, so that the lubricating oil can be guided to the second bearing chamber 13 when the vehicle moves forward and backward, and the bearings in the second bearing chamber 13 can be lubricated under the working conditions of forward and backward, thereby realizing the lubrication effect on the bearings in the second bearing chamber 13.

Specifically, in one embodiment, the speed reducer 10 may connect an engine (not shown) and drive wheels (not shown) of the vehicle 100. The speed reducer 10 may be used to reduce the rotational speed of the engine and increase torque to enhance the driving force. The first transmission shaft 1101 may be connected to an engine, the second transmission shaft 1102 may be connected to a driving wheel, and by providing the oil guide groove 131, transmission consumption may be reduced in the case where the reduction gear 10 is driven between the engine and the driving wheel.

Meanwhile, in the case where the vehicle 100 is moving forward or backward, the oil guide grooves 131 of the speed reducer 10 may collect lubricating oil to lubricate the bearings of the second bearing chamber 13. In another embodiment, the vehicle 100 may include two decelerator 10, the two decelerator 10 being respectively disposed at front and rear ends of the vehicle 100 and respectively connected to front and rear driving wheels, and the two decelerator 10 may lubricate the second bearing chamber 13 through respective oil guide grooves 131, so that the lubrication effect of the second transmission shaft 1102 of the vehicle 100 may be improved.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more features. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present specification, reference to the terms "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

In the description of the present utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

In the present utility model, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.

In the description of the present utility model, it should be noted that the terms "mounted," "connected," and "coupled" are to be construed broadly, as well as, for example, fixedly coupled, detachably coupled, or integrally coupled, unless otherwise specifically indicated and defined. Either mechanically or electrically. Can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

While embodiments of the present utility model have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the utility model, the scope of which is defined by the claims and their equivalents.

Claims (10)

1. The speed reducer box body is used for installing a first transmission shaft, a second transmission shaft and a third transmission shaft and is characterized by comprising a box body, wherein the box body comprises an inner wall, and a cavity is formed by the inner wall in a surrounding mode;

the inner wall is provided with a first bearing chamber for supporting the first transmission shaft, a second bearing chamber for supporting the second transmission shaft and a third bearing chamber for supporting the third transmission shaft;

the second bearing chamber is provided with a first oil guide groove and a second oil guide groove which are respectively communicated with the second bearing chamber, and the first oil guide groove is arranged on one side of the second bearing chamber close to the first bearing chamber so as to collect lubricating oil thrown out by the first transmission shaft when the vehicle moves forward and rotates along a first direction; the second oil guide groove is arranged on one side of the second bearing chamber, which is close to the third bearing chamber, so as to collect lubricating oil thrown out by the third transmission shaft when the vehicle moves backwards and rotates along a second direction.

2. The reducer casing of claim 1 wherein the chamber includes an oil impregnated area; the second bearing chamber is arranged at intervals from the oil immersion area, so that the second transmission shaft is arranged at intervals from the oil immersion area.

3. The reducer casing of claim 1 wherein the second bearing chamber is between the first bearing chamber and the third bearing chamber.

4. The reducer casing of claim 1, wherein the casing body includes a front casing and a rear casing, the first bearing chambers, the second bearing chambers, and the third bearing chambers are two in number, the two first bearing chambers are provided on the front casing and the rear casing, the two second bearing chambers are provided on the front casing and the rear casing, and the two third bearing chambers are provided on the front casing and the rear casing, respectively.

5. A speed reducer, characterized in that it comprises a first drive shaft, a second drive shaft, a third drive shaft and a speed reducer casing according to any one of claims 1 to 4; the first transmission shaft is installed in the first bearing chamber, the second transmission shaft is installed in the second bearing chamber, and the third transmission shaft is installed in the third bearing chamber.

6. The speed reducer of claim 5, wherein the first drive shaft, the second drive shaft, and the third drive shaft are in sequential drive connection.

7. The reducer of claim 5, wherein said case body includes an inner wall that encloses a chamber, said chamber including an oil-impregnated area, said second drive shaft being outside said oil-impregnated area, said third drive shaft being partially within said oil-impregnated area.

8. The speed reducer of claim 7, wherein an arcuate oil deflector disposed around the third drive shaft is disposed on the inner wall, the arcuate oil deflector portion being within the oil immersion region, and the arcuate oil deflector portion protruding from the oil immersion region.

9. The speed reducer of claim 5, wherein an oil guide plate is disposed on the inner wall, the oil guide plate being in an oil slinging direction when the first transmission shaft rotates in a first direction, an outlet of the oil guide plate being directed toward the first oil guide groove;

and/or the oil guide plate is positioned in the oil throwing direction when the third transmission shaft rotates along the second direction; the outlet of the oil guide plate faces the second oil guide groove.

10. A vehicle, characterized by comprising: a decelerator according to any one of claims 5 to 9.