WO2017063595A1 - 减速器及其壳体 - Google Patents

减速器及其壳体 Download PDF

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Publication number
WO2017063595A1
WO2017063595A1 PCT/CN2016/102211 CN2016102211W WO2017063595A1 WO 2017063595 A1 WO2017063595 A1 WO 2017063595A1 CN 2016102211 W CN2016102211 W CN 2016102211W WO 2017063595 A1 WO2017063595 A1 WO 2017063595A1
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WIPO (PCT)
Prior art keywords
housing
speed reducer
shaft hole
hole
housing body
Prior art date
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Ceased
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PCT/CN2016/102211
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English (en)
French (fr)
Inventor
李迎宏
贾秀峰
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Beijing Electric Vehicle Co Ltd
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Beijing Electric Vehicle Co Ltd
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Publication date
Priority claimed from CN201510671874.4A external-priority patent/CN105179650B/zh
Priority claimed from CN201520805793.4U external-priority patent/CN205101518U/zh
Application filed by Beijing Electric Vehicle Co Ltd filed Critical Beijing Electric Vehicle Co Ltd
Publication of WO2017063595A1 publication Critical patent/WO2017063595A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein

Definitions

  • the present invention relates to the field of reducer technology for a vehicle, and more particularly to a housing of a speed reducer and a speed reducer having the same.
  • the driving range is an important evaluation index for electric vehicles. Simply increasing the power to increase the driving range is very unfavorable for the vehicle cost control, and it also causes bottlenecks in the layout of the battery space. Therefore, it is an urgent problem to solve the problem of increasing the vehicle's driving range and reducing the vehicle cost by improving the efficiency of the vehicle system.
  • the transmission efficiency of the reducer is an important part of the efficiency of the whole vehicle system.
  • the efficiency loss of the reducer mainly comes from gear mesh friction, bearing friction and oil loss.
  • the gear oil loss can be reduced by adjusting the lubricating oil parameters and controlling the oil filling amount.
  • the pitch angle changes due to the ramp, and the same product is arranged at different angles on different models, resulting in unbalanced lubrication and efficiency.
  • the height of the lubricating oil surface changes and is uncontrollable, and the oil loss is too high.
  • the present invention aims to solve at least one of the technical problems in the related art to some extent.
  • the present invention proposes a housing for a speed reducer which can reduce the oil loss of the speed reducer and also improve the efficiency of the speed reducer.
  • the invention further proposes a speed reducer.
  • a housing of a speed reducer includes: a housing body having a cavity, and the housing body is open from a front portion of the housing body to a rear portion of the housing body Aligning the output shaft hole, the intermediate shaft hole and the input shaft hole; the isolating device is disposed under the intermediate shaft hole and/or the input shaft hole to form a dynamic storage in the cavity
  • An oil reservoir region having a circulating oil inlet end and a circulating oil outlet end, wherein the circulating oil inlet end and the circulating oil outlet end respectively communicate with the inside of the cavity and the circulating oil inlet end is located at the Recirculating the oil discharge end; wherein at least a portion of the cavity on the front side of the isolation device is a static oil storage region.
  • the liquid level of the lubricating oil in the body of the housing can be kept in an equilibrium state by the isolation device, thereby preventing the phenomenon that the oil loss is excessively high when the speed reducer exhibits an elevation angle, at least to some extent.
  • the oil loss of the reducer is reduced, and the working efficiency and the lubricating effect of the reducer can be stabilized and balanced, so that the working efficiency of the reducer can be improved at least to some extent, and the efficiency of the vehicle can be improved.
  • housing of the reducer according to the invention can also have the following distinguishing technical features:
  • the isolating device includes: a plurality of spacers arranged from front to back, each of the A spacer panel extends upwardly from an inner bottom wall of the housing body, and an area between two adjacent ones of the spacers forms a portion of the dynamic oil reservoir.
  • the plurality of spacers are evenly distributed below the intermediate shaft bore and the input shaft bore.
  • each of the separator plates is provided with at least one communication hole, and the communication hole constitutes the circulation oil discharge end.
  • the housing body includes: a first housing and a second housing, the first housing and the second housing are oppositely disposed to constitute the housing body a first partitioning plate is disposed on the first casing, and a second isolating plate is disposed on the second casing, the first isolating plate and the second isolating plate are oppositely disposed to each other The isolation board.
  • the first isolation plate or the second isolation plate is provided with the communication hole.
  • the first isolation plate is provided with a first communication hole
  • the second isolation plate is provided with a second communication hole, the first communication hole and the second communication hole are opposite Provided to constitute the communication hole.
  • At least a portion of the front portion of the housing projects outwardly in a thickness direction of the housing to form an expansion cavity within the housing body, the expansion chamber constituting the static At least a portion of the oil storage area.
  • the expansion chamber is disposed forward of the output shaft bore.
  • the upper end of the isolation device is open to form the recirculating oil inlet end.
  • a speed reducer includes: an input shaft, an intermediate shaft, an output shaft, and a housing of the speed reducer, wherein the input shaft, the intermediate shaft, and the output shaft are sequentially disposed in the input shaft hole , the intermediate shaft hole and the output shaft hole.
  • FIG. 1 is a schematic structural view of a speed reducer according to an embodiment of the present invention, and the vehicle is in a horizontal state;
  • FIG. 2 is a schematic structural view of a speed reducer according to an embodiment of the present invention, and the vehicle is in a downhill state;
  • FIG. 3 is a schematic structural view of a speed reducer according to an embodiment of the present invention, and the vehicle is in an uphill state;
  • FIG. 4 is a schematic structural view of a first housing in a housing of the speed reducer of FIG. 1;
  • Figure 5 is a partial schematic view of the first housing of Figure 4.
  • Isolation device 20 dynamic oil storage region 21; circulating oil inlet end 22; circulating oil outlet end 23;
  • Input shaft 200 intermediate shaft 300; output shaft 400.
  • the housing 100 of the speed reducer 1000 may include a housing body 10 and an isolating device 20. As shown in FIG. 4, the housing body 10 has a cavity therein, and the housing body 10 is provided with an output shaft hole 11 and an intermediate shaft which are arranged in order from the front portion of the housing body 10 to the rear portion of the housing body 10. Hole 12 and input shaft hole 13.
  • the housing body 10 may include a first housing 14 and a second housing, and the first housing 14 and the second housing are relatively fastened to constitute the housing body 10.
  • the housing body 10 shown in FIG. 4 is a first housing 14 , and the structure of the second housing may be substantially the same as the structure of the first housing 14 .
  • the first housing 14 and the second housing may be related to the two.
  • the plane of the fastening line is symmetrically set. It should be noted that the first housing 14 and the second housing are respectively provided with an output shaft hole 11, an intermediate shaft hole 12 and an input shaft hole 13, so that the input shaft 200, the intermediate shaft 300 and the output shaft 400 can be rotated. It is disposed on the housing body 10.
  • lubricating oil is stored in the cavity in the casing body 10, and the lubricating oil can better lubricate the gear and extend the input.
  • the service life of each of the gears on the shaft 200, the intermediate shaft 300, and the output shaft 400 extends the life of the reducer 1000.
  • Isolation device 20 is disposed below intermediate shaft bore 12 and/or input shaft bore 13 to form a dynamic oil reservoir region 21 within the cavity. It can be understood that the isolating device 20 can be disposed below the intermediate shaft hole 12, or the isolating device 20 can be disposed below the input shaft hole 13, or the isolating device 20 can be disposed at the same time in the input shaft hole 13 and the intermediate shaft hole 12.
  • the dynamic oil storage area 21 has a circulating oil inlet end 22 and a circulating oil outlet end 23, and the circulating oil inlet end 22 and the circulating oil discharge end 23 respectively communicate with the inside of the cavity, as shown in FIG. 4, and the circulating oil inlet end 22 is located in the circulation. Above the oil end 23, at least a portion of the cavity on the front side of the isolating device 20 is a static oil reservoir region 30.
  • the upper end of the isolation device 20 may be opened to form a circulating oil inlet end 22, so that the lubricating oil located in the static oil storage region 30 may be sputtered to the circulating oil inlet end 22 by the gear of the output shaft 400. And enter the dynamic oil storage area 21.
  • the isolating device 20 may include: a plurality of partition plates arranged from the front to the rear, each of the partition plates extending upward from the inner bottom wall of the casing body 10, between two adjacent partition plates Area constitutes a dynamic oil storage area Part of 21. Thereby, at least part of the lubricating oil can be stored in the dynamic oil storage area 21.
  • a plurality of spacers may be evenly distributed below the intermediate shaft hole 12 and the input shaft hole 13.
  • the dynamic oil storage area 21 can store a part of the lubricating oil, thereby preventing a large change in the liquid level of the lubricating oil in the cavity, thereby preventing the occurrence of excessive oil loss in the speed reducer 1000.
  • At least one communication hole may be disposed on each of the separation plates, and the communication holes constitute a circulation oil discharge end 23.
  • the lubricating oils on both sides of the separation plate can flow with each other, so that the oil in the dynamic oil storage region 21 and the static oil storage region 30 can flow to each other, and the lubrication can be adjusted at least to some extent.
  • the liquid level of the oil keeps the liquid level at a certain position, reducing the oil loss of the reducer 1000.
  • the lubricating oil in the casing body 10 gradually flows from the rear to the front and flows into the static oil storage region 30.
  • the dynamic oil storage region 21 stores the portion.
  • the lubricating oil, the lubricating oil of the dynamic oil storage area 21 can flow to the static oil storage area 30 through the circulating oil discharge end 23, and the lubricating oil in the static oil storage area 30 can pass through the circulating oil inlet end by the gear on the output shaft 400. 22 is sputtered into the dynamic oil reservoir region 21 so that a dynamic balance can be formed between the dynamic oil reservoir region 21 and the static oil reservoir region 30.
  • the liquid level in the casing body 10 exceeds the isolation device 20, in other words, the dynamic oil storage region 21 is filled with lubricating oil, and part of the lubricating oil flows into the static oil storage region 30.
  • the housing 100 of the speed reducer 1000 can maintain the liquid level of the lubricating oil in the housing body 10 in an equilibrium state by the isolating device 20, and prevent the oil loss from being excessively high when the speed reducer exhibits an elevation angle.
  • the phenomenon can reduce the oil loss of the speed reducer 1000 to at least a certain extent, and can also achieve a stable and balanced state of the working efficiency and the lubricating effect of the speed reducer 1000, thereby improving the working efficiency of the speed reducer 1000 at least to some extent. Can improve the efficiency of the vehicle.
  • the first housing 14 may be provided with a first isolation panel 15, and a second A second insulation panel may be disposed on the casing, and the first insulation panel 15 and the second insulation panel are oppositely disposed to form the insulation panel.
  • each of the spacers may be formed by the first spacer 15 and the second spacer being coupled to each other.
  • the thickness of the first spacer 15 may be the same as the thickness of the lower side of the first housing 14, and the thickness of the second spacer may be the same as the thickness of the lower side of the second housing, so that the first The partitioning plate 15 and the second separating plate are fitted to each other to form a relatively closed insulating plate, so that the lubricating oil in the dynamic oil storage region 21 can flow in or out through the communication hole of the insulating plate.
  • the first isolation plate 15 or the second isolation plate may be provided with a communication hole.
  • the positions of the communication holes provided on each of the separation plates may be the same.
  • each of the communication holes may be disposed on the first spacer 15 on the corresponding spacer, and the positions of the communication holes on each of the first spacers 15 are the same.
  • the first isolation plate 15 may be provided with a first communication hole 16, and the second isolation plate may be provided with a second communication hole, first The communication hole 16 and the second communication hole may be oppositely disposed to constitute a communication hole.
  • the first communication hole 16 is disposed adjacent to the lower side of the first housing 14. It can be understood that, by providing the first communication hole 16 on the first isolation plate 15 and the second communication hole on the second isolation plate, the structural strength of the insulation plate can be improved at least to some extent, and Production of a housing 14 and a second housing.
  • the expansion chamber 17 At least a portion of the static oil reservoir region 30 is formed. It can be understood that when the lubricating oil flows into the expansion chamber 17, the outwardly protruding expansion chamber 17 can at least reduce the growth height of the lubricating oil liquid level, thereby at least reducing the oil loss of the speed reducer 1000 to some extent. .
  • the expansion chamber 17 may be disposed on the front upper side of the output shaft hole 11.
  • the speed reducer 1000 includes an input shaft 200, an intermediate shaft 300, an output shaft 400, and the housing 100 of the above-described speed reducer 1000.
  • the input shaft 200, the intermediate shaft 300, and the output shaft 400 are sequentially disposed in the input shaft hole, respectively. 13.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Or implicitly indicate the number of technical features indicated. Thus, features defining “first” or “second” may include at least one of the features, either explicitly or implicitly. In the description of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless specifically defined otherwise.
  • the terms “installation”, “connected”, “connected”, “fixed” and the like shall be understood broadly, and may be either a fixed connection or a detachable connection, unless explicitly stated and defined otherwise. Or in one piece; it may be a mechanical connection, or it may be an electrical connection or a communication with each other; it may be directly connected or indirectly connected through an intermediate medium, and may be an internal connection of two elements or an interaction relationship between two elements. Unless otherwise expressly defined. For those skilled in the art, the specific meanings of the above terms in the present invention can be understood on a case-by-case basis.
  • the first feature "on” or “under” the second feature may be a direct contact of the first and second features, or the first and second features may be indirectly through an intermediate medium, unless otherwise explicitly stated and defined. contact.
  • the first feature "above”, “above” and “above” the second feature may be that the first feature is directly above or above the second feature, or merely that the first feature level is higher than the second feature.
  • the first feature “below”, “below” and “below” the second feature may be that the first feature is directly below or obliquely below the second feature, or merely that the first feature level is less than the second feature.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Details Of Gearings (AREA)

Abstract

一种减速器（1000）及其壳体（100），减速器（1000）的壳体（100）包括：壳体本体（10），壳体本体（10）具有空腔，且壳体本体（10）上开设有从壳体本体（10）的前部向壳体本体（10）的后部依次排列设置的输出轴孔（11）、中间轴孔（12）和输入轴孔（13）；隔离装置（20），隔离装置（20）设置在中间轴孔（12）和/或输入轴孔（13）的下方以在空腔内形成动态储油区域（21），动态储油区域（21）具有循环进油端（22）和循环出油端（23），循环进油端（22）与循环出油端（23）分别连通空腔内部且循环进油端（22）位于循环出油端（23）的上方；其中空腔的位于隔离装置（20）的前侧的至少部分区域为静态储油区域（30），通过设置隔离装置（20），可以降低减速器（1000）的搅油损失，还可以提高减速器（1000）的工作效率。

Description

减速器及其壳体 技术领域
本发明涉及车辆的减速器技术领域，尤其涉及一种减速器的壳体以及具有该壳体的减速器。
背景技术
续驶里程是电动汽车的重要的评价指标，单纯地增加电量来提高续驶里程，对整车成本控制非常不利，同时也会导致布置电池空间遇到瓶颈。因此通过提升整车系统效率达到延长车辆续驶里程和降低整车成本成为了迫切需要解决的课题。
减速器传动效率是整车系统效率中一个重要环节，减速器的效率损失主要源于齿轮啮合摩擦、轴承摩擦、搅油损失等。目前可以通过调整润滑油参数、控制注油量来减少齿轮搅油损失，但是当车辆行驶过程中因坡道出现俯仰角度变化，同时同一款产品在不同车型上布置角度不同造成润滑和效率不可调和的情况，润滑油面高度便出现变化，并且不可控制，会出现搅油损失过高的情况。
发明内容
本发明旨在至少在一定程度上解决相关技术中的技术问题之一。为此，本发明提出一种减速器的壳体，该壳体可以降低减速器的搅油损失，而且还可以提高减速器的效率。
本发明进一步地提出了一种减速器。
根据本发明的减速器的壳体，包括：壳体本体，所述壳体本体具有空腔，且所述壳体本体上开设有从壳体本体的前部向所述壳体本体的后部依次排列设置的输出轴孔、中间轴孔和输入轴孔；隔离装置，所述隔离装置设置在所述中间轴孔和/或所述输入轴孔的下方以在所述空腔内形成动态储油区域，所述动态储油区域具有循环进油端和循环出油端，所述循环进油端与所述循环出油端分别连通所述空腔内部且所述循环进油端位于所述循环出油端的上方；其中所述空腔的位于所述隔离装置的前侧的至少部分区域为静态储油区域。
根据本发明的减速器的壳体，可以通过隔离装置保持壳体本体内的润滑油的液面处于平衡状态，防止在减速器呈现仰角时出现搅油损失过高的现象，至少一定程度上可以降低减速器的搅油损失，而且还可以使得减速器的工作效率和润滑效果达到稳定且平衡的状态，进而至少一定程度上可以提高减速器的工作效率，可以提高车辆的效率。
另外，根据本发明的减速器的壳体还可以具有以下区别技术特征：
在本发明的一些示例中，所述隔离装置包括：多条从前向后排布的隔离板，每个所述 隔离板从所述壳体本体的内底壁向上延伸，两个相邻的所述隔离板之间的区域构成所述动态储油区域的一部分。
在本发明的一些示例中，所述多个隔离板均匀分布在所述中间轴孔和所述输入轴孔的下方。
在本发明的一些示例中，每个所述隔离板上设置有至少一个连通孔，所述连通孔构成所述循环出油端。
在本发明的一些示例中，所述壳体本体包括：第一壳体和第二壳体，所述第一壳体和所述第二壳体相对地扣合设置以构成所述壳体本体，所述第一壳体上设置有第一隔离板，所述第二壳体上设置有第二隔离板，所述第一隔离板和所述第二隔离板相对地贴合设置以构成所述隔离板。
在本发明的一些示例中，所述第一隔离板或所述第二隔离板上设置有所述连通孔。
在本发明的一些示例中，所述第一隔离板上设置有第一连通孔，所述第二隔离板上设置有第二连通孔，所述第一连通孔和所述第二连通孔相对设置以构成所述连通孔。
在本发明的一些示例中，所述壳体的前部至少一部分在所述壳体的厚度方向上向外凸出以在所述壳体本体内形成扩张腔，所述扩张腔构成所述静态储油区域的至少一部分。
在本发明的一些示例中，所述扩张腔设置在所述输出轴孔的前上方。
在本发明的一些示例中，所述隔离装置的上端敞开以形成所述循环进油端。
根据本发明的减速器，包括：输入轴、中间轴、输出轴和所述的减速器的壳体，所述输入轴、所述中间轴和所述输出轴分别依次设置在所述输入轴孔、所述中间轴孔和所述输出轴孔中。通过设置隔离装置，至少一定程度上可以降低减速器的搅油损失，而且还可以提高减速器的工作效率，提高车辆的效率。
附图说明
图1是根据本发明实施例的减速器的结构示意图，且车辆处于水平状态；
图2是根据本发明实施例的减速器的结构示意图，且车辆处于下坡状态；
图3是根据本发明实施例的减速器的结构示意图，且车辆处于上坡状态；
图4是图1中的减速器的壳体中的第一壳体的结构示意图；
图5是图4中的第一壳体的局部示意图。
附图标记：
减速器1000；
壳体100；
壳体本体10；输出轴孔11；中间轴孔12；输入轴孔13；第一壳体14；第一隔离板15； 第一连通孔16；扩张腔17；
隔离装置20；动态储油区域21；循环进油端22；循环出油端23；
静态储油区域30；
输入轴200；中间轴300；输出轴400。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出。下面通过参考附图描述的实施例是示例性的，旨在用于解释本发明，而不能理解为对本发明的限制。
下面参考附图详细描述根据本发明实施例的减速器1000的壳体100。
根据本发明实施例的减速器1000的壳体100可以包括：壳体本体10和隔离装置20。如图4所示，壳体本体10内具有空腔，而且壳体本体10上开设有从壳体本体10的前部向壳体本体10的后部依次排列设置的输出轴孔11、中间轴孔12和输入轴孔13。
根据本发明的一个实施例，壳体本体10可以包括：第一壳体14和第二壳体，第一壳体14和第二壳体相对地扣合设置以构成壳体本体10。图4所示的壳体本体10部分为第一壳体14，第二壳体的结构可以与第一壳体14的结构基本相同，第一壳体14和第二壳体可以关于两者的扣合线所在平面对称设置。需要说明的是，第一壳体14和第二壳体上均设置有输出轴孔11、中间轴孔12和输入轴孔13，从而可以使得输入轴200、中间轴300和输出轴400可转动地设置在壳体本体10上。
另外，需要说明的是，为了保证输入轴200、中间轴300和输出轴400的良好工作状态，壳体本体10内的空腔内储存有润滑油，润滑油可以较好地润滑齿轮，延长输入轴200、中间轴300和输出轴400上的各个齿轮的使用寿命，延长减速器1000的使用寿命。
隔离装置20设置在中间轴孔12和/或输入轴孔13的下方以在空腔内形成动态储油区域21。可以理解的是，隔离装置20可以设置在中间轴孔12的下方，或者隔离装置20可以设置在输入轴孔13的下方，或者隔离装置20可以同时设置在输入轴孔13和中间轴孔12的下方。动态储油区域21具有循环进油端22和循环出油端23，循环进油端22与循环出油端23分别连通空腔内部，如图4所示，而且循环进油端22位于循环出油端23的上方，其中空腔的位于隔离装置20的前侧的至少部分区域为静态储油区域30。
其中，可选地，隔离装置20的上端可以敞开以形成循环进油端22，从而位于静态储油区域30内的润滑油可以在输出轴400的齿轮的作用下溅射到循环进油端22处，并且进入动态储油区域21。
根据本发明的一个实施例，隔离装置20可以包括：多条从前向后排布的隔离板，每个隔离板从壳体本体10的内底壁向上延伸，两个相邻的隔离板之间的区域构成动态储油区域 21的一部分。由此，至少部分地润滑油可以储存在动态储油区域21。可选地，如图4所示，多个隔离板可以均匀分布在中间轴孔12和输入轴孔13的下方。在车辆处于上坡时，动态储油区域21可以储存部分润滑油，从而可以防止空腔内的润滑油的液面变化较大，进而可以防止减速器1000出现搅油损失过高的现象。
可选地，每个隔离板上可以设置有至少一个连通孔，连通孔构成循环出油端23。通过在隔离板上设置连通孔，可以使得位于隔离板两侧的润滑油相互流动，从而可以使得动态储油区域21与静态储油区域30内的油液相互流动，至少一定程度上可以调节润滑油的液面，使得液面保持在一定位置，降低减速器1000的搅油损失。
下面结合附图详细描述根据本发明实施例的减速器1000的壳体100在车辆的不同行驶路况时的工作原理。
如图3所示，在车辆上坡时，壳体本体10内的润滑油从后向前逐渐流动，并且流入静态储油区域30，在隔离装置20的作用下，动态储油区域21储存部分润滑油，动态储油区域21的润滑油可以通过循环出油端23流向静态储油区域30，静态储油区域30内的润滑油可以在输出轴400上的齿轮的作用下通过循环进油端22溅射到动态储油区域21内，从而可以使得动态储油区域21和静态储油区域30之间形成动态平衡。
其中，当输出轴400的齿轮转速过低时，齿轮飞溅润滑强度降低，动态储油区域21内的润滑油放出，使静态储油区域30的液面升高，加强顶端的高速齿轮润滑；当减速器1000转速达到一定程度时，齿轮飞溅润滑强度足够，动态储油结构内储满润滑油，降低静态储油区域30的油面，减少搅油损失。
其中，需要说明的是，在车辆行驶过程中，输出轴400上的齿轮旋转方向为顺时针转动，如图1-图3中的箭头所示。当输出轴400上的齿轮顺时针转动且车辆处于上坡状态时，输出轴400上的齿轮可以将位于静态储油区域30内润滑油溅射到动态储油区域21内。
如图1所示，车辆水平行驶时，壳体本体10内的液面超过隔离装置20，换言之，动态储油区域21充满润滑油，部分润滑油流入静态储油区域30。
如图2所示，车辆下坡时，位于静态储油区域30内的润滑油逐渐向后流动，可以防止润滑油的液面下降过度。
由此，根据本发明实施例的减速器1000的壳体100，可以通过隔离装置20保持壳体本体10内的润滑油的液面处于平衡状态，防止减速器呈现仰角时出现搅油损失过高的现象，至少一定程度上可以降低减速器1000的搅油损失，而且还可以使得减速器1000的工作效率和润滑效果达到稳定且平衡的状态，进而至少一定程度上可以提高减速器1000的工作效率，可以提高车辆的效率。
在本发明的一些示例中，如图4所示，第一壳体14上可以设置有第一隔离板15，第二 壳体上可以设置有第二隔离板，第一隔离板15和第二隔离板相对地贴合设置以构成隔离板。换言之，每个隔离板可以均由第一隔离板15和第二隔离板相互配合构成。其中，需要说明的是，第一隔离板15的厚度可以与第一壳体14的下边的厚度相同，第二隔离板的厚度可以与第二壳体的下边的厚度相同，从而可以使得第一隔离板15和第二隔离板相互贴合以构成相对封闭的隔离板，进而可以使得动态储油区域21内润滑油通过隔离板的连通孔流入或流出。
在本发明的一种可选的实施方式中，第一隔离板15或者第二隔离板上可以设置有连通孔。优选地，在隔离装置20中，每个隔离板上设置的连通孔的位置可以相同。例如，每个连通孔均可以设置在相应的隔离板上的第一隔离板15上，而且每个第一隔离板15上的连通孔的位置均相同。
在本发明的另一种可选的实施方式中，如图5所示，第一隔离板15上可以设置有第一连通孔16，第二隔离板上可以设置有第二连通孔，第一连通孔16和第二连通孔可以相对设置以构成连通孔。如图5所示，第一连通孔16邻近第一壳体14的下边设置。可以理解的是，通过在第一隔离板15上设置第一连通孔16，以及在第二隔离板上设置第二连通孔，至少一定程度上可以提高隔离板的结构强度，而且还可以便于第一壳体14和第二壳体的生产制造。
在本发明的一些具体示例中，如图4所示，壳体100的前部至少一部分在壳体100的厚度方向上向外凸出以在壳体本体10内形成扩张腔17，扩张腔17构成静态储油区域30的至少一部分。可以理解的是，当润滑油流入扩张腔17时，向外凸出的扩张腔17至少一定程度上可以降低润滑油的液面的增长高度，从而至少一定程度上降低减速器1000的搅油损失。可选地，如图4所示，扩张腔17可以设置在输出轴孔11的前上方。
根据本发明的减速器1000，包括：输入轴200、中间轴300、输出轴400和上述的减速器1000的壳体100，输入轴200、中间轴300和输出轴400分别依次设置在输入轴孔13、中间轴孔12和输出轴孔11中。通过设置隔离装置20，至少一定程度上可以降低减速器1000的搅油损失，而且还可以提高减速器1000的工作效率。
在本发明的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“顺时针”、“逆时针”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。
此外，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性 或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本发明的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本发明中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接或彼此可通讯；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本发明中的具体含义。
在本发明中，除非另有明确的规定和限定，第一特征在第二特征“上”或“下”可以是第一和第二特征直接接触，或第一和第二特征通过中间媒介间接接触。而且，第一特征在第二特征“之上”、“上方”和“上面”可是第一特征在第二特征正上方或斜上方，或仅仅表示第一特征水平高度高于第二特征。第一特征在第二特征“之下”、“下方”和“下面”可以是第一特征在第二特征正下方或斜下方，或仅仅表示第一特征水平高度小于第二特征。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本发明的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本发明的限制，本领域的普通技术人员在本发明的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (11)

  1. 一种减速器的壳体，其特征在于，包括：
    壳体本体，所述壳体本体具有空腔，且所述壳体本体上开设有从壳体本体的前部向所述壳体本体的后部依次排列设置的输出轴孔、中间轴孔和输入轴孔；
    隔离装置，所述隔离装置设置在所述中间轴孔和/或所述输入轴孔的下方以在所述空腔内形成动态储油区域，所述动态储油区域具有循环进油端和循环出油端，所述循环进油端与所述循环出油端分别连通所述空腔内部且所述循环进油端位于所述循环出油端的上方；
    其中所述空腔的位于所述隔离装置的前侧的至少部分区域为静态储油区域。
  2. 根据权利要求1所述的减速器的壳体，其特征在于，所述隔离装置包括：多条从前向后排布的隔离板，每个所述隔离板从所述壳体本体的内底壁向上延伸，两个相邻的所述隔离板之间的区域构成所述动态储油区域的一部分。
  3. 根据权利要求2所述的减速器的壳体，其特征在于，所述多个隔离板均匀分布在所述中间轴孔和所述输入轴孔的下方。
  4. 根据权利要求2所述的减速器的壳体，其特征在于，每个所述隔离板上设置有至少一个连通孔，所述连通孔构成所述循环出油端。
  5. 根据权利要求4所述的减速器的壳体，其特征在于，所述壳体本体包括：第一壳体和第二壳体，所述第一壳体和所述第二壳体相对地扣合设置以构成所述壳体本体，所述第一壳体上设置有第一隔离板，所述第二壳体上设置有第二隔离板，所述第一隔离板和所述第二隔离板相对地贴合设置以构成所述隔离板。
  6. 根据权利要求5所述的减速器的壳体，其特征在于，所述第一隔离板或所述第二隔离板上设置有所述连通孔。
  7. 根据权利要求5所述的减速器的壳体，其特征在于，所述第一隔离板上设置有第一连通孔，所述第二隔离板上设置有第二连通孔，所述第一连通孔和所述第二连通孔相对设置以构成所述连通孔。
  8. 根据权利要求1所述的减速器的壳体，其特征在于，所述壳体的前部至少一部分在所述壳体的厚度方向上向外凸出以在所述壳体本体内形成扩张腔，所述扩张腔构成所述静态储油区域的至少一部分。
  9. 根据权利要求8所述的减速器的壳体，其特征在于，所述扩张腔设置在所述输出轴孔的前上方。
  10. 根据权利要求1所述的减速器的壳体，其特征在于，所述隔离装置的上端敞开以形成所述循环进油端。
  11. 一种减速器，其特征在于，包括：
    输入轴、中间轴、输出轴和根据权利要求1-10中任一项所述的减速器的壳体，所述输入轴、所述中间轴和所述输出轴分别依次设置在所述输入轴孔、所述中间轴孔和所述输出轴孔中。
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WO2021005186A1 (de) 2019-07-09 2021-01-14 Hofer Powertrain Innovation Gmbh Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes
EP3784929A1 (de) * 2019-07-09 2021-03-03 hofer powertrain innovation GmbH Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes
CN114080520A (zh) * 2019-07-09 2022-02-22 浩夫尔动力总成有限公司 变速器、特别是对式变速器和通过多腔系统进行有利的油润滑的轴承托架以及适于润滑变速器的方法
US11865908B2 (en) 2019-07-09 2024-01-09 Hofer Powertrain Innovation Gmbh Dual transmission with triangularly arranged gear center positions
EP4385779A2 (de) 2019-07-09 2024-06-19 hofer powertrain innovation GmbH Getriebe, insbesondere twin-getriebe, und lagerbrille mit einer vorteilhaften ölschmierung durch ein mehrkammernsystem sowie geeignetes verfahren zum schmieren eines solchen getriebes
CN113251133A (zh) * 2021-05-31 2021-08-13 东风商用车有限公司 一种用于实现不等高油面的挡油板及变速箱
CN115507164A (zh) * 2022-11-04 2022-12-23 安徽江淮汽车集团股份有限公司 具有花键润滑结构的减速器

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