WO2021121246A1 - 减速器及车辆 - Google Patents

减速器及车辆 Download PDF

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Publication number
WO2021121246A1
WO2021121246A1 PCT/CN2020/136711 CN2020136711W WO2021121246A1 WO 2021121246 A1 WO2021121246 A1 WO 2021121246A1 CN 2020136711 W CN2020136711 W CN 2020136711W WO 2021121246 A1 WO2021121246 A1 WO 2021121246A1
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WO
WIPO (PCT)
Prior art keywords
oil
cavity
gear
reducer according
reducer
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PCT/CN2020/136711
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English (en)
French (fr)
Inventor
骆平原
熊亮
王亚东
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长城汽车股份有限公司
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Application filed by 长城汽车股份有限公司 filed Critical 长城汽车股份有限公司
Publication of WO2021121246A1 publication Critical patent/WO2021121246A1/zh

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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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0402—Cleaning of lubricants, e.g. filters or magnets
    • F16H57/0404—Lubricant filters
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0412—Cooling or heating; Control of temperature
    • F16H57/0413—Controlled cooling or heating of lubricant; Temperature control therefor
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/045—Lubricant storage reservoirs, e.g. reservoirs in addition to a gear sump for collecting lubricant in the upper part of a gear case
    • F16H57/0452—Oil pans
    • 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
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0456—Lubrication by injection; Injection nozzles or tubes therefor

Definitions

  • This application generally relates to the field of automobile technology, and specifically relates to a reducer and a vehicle.
  • the reducer is an important part of the vehicle.
  • the gears in pure electric and hybrid reducers are currently mostly splash lubricated.
  • the splash lubrication structure is simple, and the oil splashes are driven by the gear oil to achieve the lubrication effect on each movement pair.
  • splash lubrication has a poor lubrication effect, and the oil stirring of the gear reduces the transmission efficiency.
  • the purpose of this application is to propose a reducer and a vehicle.
  • the gears in the reducer do not need to stir oil and realize the lubrication of each movement pair.
  • An embodiment of the present application provides a reducer, including: a housing, the housing includes a cavity, the bottom of the housing is provided with an oil outlet communicating with the cavity; a gear set, the gear The set includes a plurality of gears located in the cavity; an oil cavity rib plate, the oil cavity rib plate forms a sealed oil cavity in the cavity, and the oil cavity rib plate is provided with the oil cavity rib plate and the oil cavity respectively.
  • the oil inlet and the oil injection port communicated with the cavity, the injection direction of the oil injection port points to the gear set; an oil pump, the oil pump is used to deliver the lubricating oil discharged from the oil outlet of the housing to the The oil inlet on the rib plate of the oil cavity.
  • the oil cavity in the vertical direction, extends from the top end of the cavity to the middle of the cavity.
  • the bottom end of the oil cavity is located below a gear in the gear set.
  • the number of the fuel injection ports is multiple.
  • the number of the fuel injection ports corresponds to the number and/or position of the gears.
  • the fuel injection direction of the fuel injection port is set such that the sprayed lubricating oil assists the rotation of the corresponding gear.
  • the reducer further includes a filter, the oil outlet of the oil pump is connected to the oil inlet of the filter, and the oil outlet of the filter is connected to the oil cavity rib plate ⁇ The oil inlet.
  • the reducer further includes a cooler, the oil outlet of the filter is connected to the oil inlet of the cooler, and the oil outlet of the cooler is connected to the oil cavity rib plate On the oil inlet.
  • the bottom of the casing is provided with an oil collecting concave surface, and the oil outlet on the casing is located at the lowest part of the oil collecting concave surface.
  • An embodiment of the present application also provides a vehicle including the reducer as described above.
  • a closed oil cavity is arranged in the cavity of the reducer.
  • the oil does not need to be stirred, which improves the transmission efficiency of the transmission mechanism; the pressure provided by the oil pump sprays the lubricating oil in the oil cavity to On the gear, it provides sufficient lubrication and cooling for the gear to increase the life of the reducer.
  • Fig. 1 is a schematic diagram of a reducer according to an embodiment of the application
  • Fig. 2 is a schematic diagram of a housing according to an embodiment of the application.
  • Fig. 3 is a schematic diagram of a gear set according to an embodiment of the application.
  • Fig. 4 is an enlarged schematic diagram of an oil chamber according to an embodiment of the application.
  • first and second are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with “first” and “second” may explicitly or implicitly include one or more of the features.
  • “plurality” means two or more than two, unless otherwise specifically defined.
  • the first feature “on” or “under” the second feature may include the first and second features in direct contact, or may include the first and second features Not in direct contact but through other features between them.
  • the "above”, “above”, and “above” of the first feature on the second feature include the first feature directly above and obliquely above the second feature, or it simply means that the first feature is higher in level than the second feature.
  • the first feature "below”, “below” and “below” the second feature includes the first feature directly above and obliquely above the second feature, or it simply means that the first feature has a lower level than the second feature.
  • the embodiment of the present application provides a reducer.
  • the reducer includes a housing 1, a gear set 2, an oil chamber 3 and an oil pump 4.
  • the reducer of the present application is particularly suitable for a transmission mechanism driven by a motor.
  • the inside of the housing 1 is a cavity 11.
  • the bottom of the housing 1 is provided with an oil outlet 12 communicating with the cavity 11.
  • the lubricating oil in the cavity 11 can be discharged from the housing 1 through the oil outlet 12.
  • an input shaft installation hole 13, an intermediate shaft installation hole 14 and an output shaft installation hole 15 are further provided on the side wall of the housing 1.
  • the gear set 2 is arranged in the cavity 11 of the housing.
  • the gear set 2 includes a plurality of cooperating gears.
  • the gear set 2 includes an input shaft gear 21, a large intermediate shaft gear 22, a small intermediate shaft gear 23 and an output shaft gear 24.
  • the input shaft gear 21 is arranged on the input shaft, and the input shaft is rotatably mounted on the housing 1 through the input shaft mounting hole 13.
  • the intermediate shaft large gear 22 and the intermediate shaft pinion 23 are arranged on the intermediate shaft, and the intermediate shaft is rotatably mounted on the housing 1.
  • the output shaft gear 24 is arranged on the output shaft, and the output shaft is rotatably installed on the housing 1.
  • the input shaft transmits power to the input shaft gear 21, the input shaft gear 21 meshes with the intermediate shaft gear 22, the intermediate shaft gear 22 transmits power to the intermediate shaft pinion 23 through the intermediate shaft, the intermediate shaft pinion 23 and the output shaft gear 24 meshes, and the output shaft gear 24 outputs power through the output shaft to realize power transmission.
  • the oil cavity rib 31 (ie, the oil cavity wall) is arranged in the cavity 11 of the housing.
  • the oil cavity rib 31 forms a closed cavity in the cavity 11 as an oil cavity 3 for lubricating oil.
  • the oil chamber 3 in this embodiment is the part shown by the hatched line in the figure.
  • the oil cavity rib 31 is provided with an oil inlet 32 communicating with the oil cavity 3, and the oil inlet 32 is used to inject lubricating oil into the oil cavity 3.
  • the oil inlet 32 is located above the oil cavity 3.
  • the oil cavity rib plate 31 is also provided with an oil injection port 33.
  • the fuel injection direction of the fuel injection port 33 points to the gears of the gear set 2.
  • the lubricating oil in the oil cavity 3 is sprayed out through the fuel injection port 33, and the lubricating oil sprayed from the fuel injection port 33 is scattered on the gears of the gear set 2.
  • the oil pump 4 is a power device for conveying lubricating oil.
  • the oil pump 4 is located outside the casing 1 and can be arranged on the outer wall of the casing 1. After the lubricating oil on the gear set 2 lubricates the gears, it slides down to the bottom of the housing 1.
  • the oil inlet of the oil pump 4 is connected to the oil outlet 12 on the housing 1, and the oil outlet of the oil pump 4 is connected to the oil inlet 32 on the oil cavity rib 31.
  • the lubricating oil at the bottom of the housing 1 is drawn out of the housing by the oil pump 4 and delivered to the oil cavity 3, and the lubricating liquid in the oil cavity 3 is sprayed out to lubricate the gears and realize the circulation of the lubricating oil.
  • the liquid level of the lubricating oil at the bottom of the housing 1 may be higher than the tooth top surface of one or more gears, and the rotation of the gears has an oil stirring effect.
  • the lubricating oil at the bottom of the housing 1 is gradually delivered to the oil cavity 3.
  • the lubricating oil level at the bottom of the housing 1 drops below the tooth top surface of the gear, and the gear has no oil stirring effect. normal work.
  • the gear does not stir oil during the movement process of normal operation, which significantly improves the transmission efficiency of the reducer.
  • the oil cavity 3 extends from the top end of the cavity 11 to the middle of the cavity 11.
  • the oil chamber 3 of this embodiment is separated from the bottom of the housing 1, and except for the static starting process, the gear set 2 will not stir oil during the gear movement.
  • the bottom end of the oil chamber 3 is located below the gear on one side of the gear set 2.
  • the oil cavity 3 extends from the top end of the cavity 11 to below the input shaft gear 21 to increase the volume of the oil cavity 3.
  • the fuel injection port 33 can not only be provided above the gear, but the fuel injection port 33 can also be provided under the gear as required.
  • the number of fuel injection ports 33 is multiple.
  • the number of fuel injection ports 33 is two.
  • the first fuel injection port 331 is located below the input shaft gear 21, and the fuel injection direction points to the meshing position of the input shaft gear 21 and the intermediate shaft gear 22, and can spray lubricating oil on the input shaft gear 21 and the intermediate shaft gear 22.
  • the second fuel injection port 332 is located above the output shaft gear 24, and the fuel injection direction points to the meshing position of the intermediate shaft pinion 23 and the output shaft gear 24, and can spray lubricating oil on the intermediate shaft pinion 23 and the output shaft gear 24. It is not difficult for those skilled in the art to understand that the number and positions of the fuel injection ports 33 can be set according to actual needs.
  • the number of fuel injection ports 33 corresponds to the number of gears, that is, each gear can be configured with a corresponding fuel injection port.
  • Each gear of the gear set 2 is equipped with an oil injection port, which can provide better lubrication for the gears.
  • the injection direction of the oil injection port 33 matches the rotation direction of the gear corresponding to the spray, so that the sprayed lubricating oil provides thrust for the rotation of the gear and improves the transmission efficiency.
  • Those skilled in the art can also appropriately adjust the injection direction of the injection port 33 as needed.
  • the bottom of the housing 1 is provided with an oil collecting concave surface (not shown in the figure). After the lubricating oil slipped from the gear flows to the bottom of the housing 1, it is collected in the oil-collecting concave surface.
  • the oil outlet 12 on the housing is located at the lowest part of the oil collecting concave surface, which facilitates the extraction of lubricating oil from the oil collecting concave surface.
  • the speed reducer of this embodiment may further include a filter 5.
  • the oil outlet of the oil pump 4 is connected to the oil inlet of the filter 5, and the oil outlet of the filter 5 is connected to the oil inlet 32 on the rib plate of the oil cavity.
  • the lubricating oil delivered by the oil pump 4 is filtered by the filter 5 and then enters the oil cavity 3 to prevent impurities in the lubricating oil from damaging the gears of the gear set 2 and improve the cleanliness of the lubricating oil.
  • Those skilled in the art can select the model and specifications of the filter 5 according to actual needs.
  • the reducer of this embodiment further includes a cooler 6.
  • the oil outlet of the filter 5 is connected to the oil inlet of the cooler 6, and the oil outlet of the cooler 6 is connected to the oil inlet 32 on the rib plate of the oil cavity.
  • the temperature of the lubricating oil after lubricating the gears rises.
  • the temperature of the lubricating oil entering the oil cavity 3 is reduced through the cooling of the cooler 6, so that the lubricating oil sprayed from the oil cavity 3 is cooled lubricating oil, which improves the lubricating oil.
  • the cooling effect Those skilled in the art can select the model and specifications of the cooler 6 according to actual needs.
  • the embodiment of the present application provides a vehicle, which includes the reducer as described above.
  • the reducer of the present application does not need to stir oil during normal operation, and provides higher transmission efficiency for the vehicle.
  • the pressure provided by the oil pump sprays the oil in the oil cavity onto the gears to provide sufficient lubrication and cooling for the gears and improve the life of the reducer.

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

Abstract

一种减速器及车辆，减速器包括：壳体(1)，壳体(1)包括空腔(11)，壳体(1)底部设有出油口(12)；齿轮组(2)，包括位于空腔(11)中的多个齿轮；油腔筋板(31)，在空腔(11)内形成密闭的油腔(3)，油腔筋板(31)上设有进油口(32)和喷油口(33)，喷油口(33)的喷油方向指向齿轮组(2)；油泵(4)，油泵(4)用于将从壳体(1)的出油口(12)排出的润滑油输送到油腔筋板(31)上的进油口(32)。该减速器避免了齿轮搅油，提高了传动机构的传动效率，使齿轮润滑充分，减速器寿命长。

Description

减速器及车辆
相关申请的交叉引用
本申请要求2019年12月18日提交的中国专利申请201911312713.0的权益，该申请的内容通过引用被合并于本文。
技术领域
本申请大致涉及汽车技术领域，具体涉及一种减速器及车辆。
背景技术
减速器是车辆中的重要部件。纯电动及混动减速器中的齿轮目前多采用飞溅式润滑。飞溅式润滑结构简单，通过齿轮搅油带动油液的飞溅，起到对各运动副的润滑效果。但是飞溅式润滑的润滑效果较差，且齿轮的搅油，降低传动效率。
发明内容
本申请旨在提出一种减速器及车辆，减速器中的齿轮无需搅油，实现对各个运动副的润滑。
本申请的一个实施方式提供一种减速器，包括：壳体，所述壳体包括空腔，所述壳体的底部设有与所述空腔连通的出油口；齿轮组，所述齿轮组包括位于所述空腔中的多个齿轮；油腔筋板，所述油腔筋板在所述空腔内形成密闭的油腔，所述油腔筋板上设有分别与所述油 腔连通的进油口和喷油口，所述喷油口的喷油方向指向所述齿轮组；油泵，所述油泵用于将从所述壳体的出油口排出的润滑油输送至所述油腔筋板上的进油口。
根据本申请的一些实施方式，在竖直方向上，所述油腔由所述空腔的顶端延伸至所述空腔的中部。
根据本申请的一些实施方式，所述油腔的底端位于所述齿轮组中一侧齿轮的下方。
根据本申请的一些实施方式，所述喷油口的数量为多个。
根据本申请的一些实施方式，所述喷油口的数量与所述齿轮的数量和/或位置相对应。
根据本申请的一些实施方式，所述喷油口的喷油方向设置为使得喷出的润滑油助推对应齿轮的旋转。
根据本申请的一些实施方式，所述减速器还包括过滤器，所述油泵的出油口连接所述过滤器的进油口，所述过滤器的出油口连接所述油腔筋板上的进油口。
根据本申请的一些实施方式，所述减速器还包括冷却器，所述过滤器的出油口连接所述冷却器的进油口，所述冷却器的出油口连接所述油腔筋板上的进油口。
根据本申请的一些实施方式，所述壳体的底部设置有集油凹面，所述壳体上的出油口位于所述集油凹面的最低处。
本申请的一个实施方式还提供一种车辆，包括如上所述的减速器。
本申请的减速器，将封闭的油腔设置在减速器的空腔中，减速器 正常工作时无需搅油，提高传动机构的传动效率；油泵提供的压力将油腔中的润滑油喷淋到齿轮上，为齿轮提供充分的润滑及冷却，提高减速器的寿命。
附图说明
构成本申请的一部分的附图用来提供对本申请的进一步理解，本申请的示意性实施方式及其说明用于解释本申请，并不构成对本申请的不当限定。在附图中：
图1为本申请实施方式的减速机的示意图；
图2为本申请实施方式的壳体的示意图；
图3为本申请实施方式的齿轮组的示意图；
图4为本申请实施方式的油腔的放大示意图。
附图标记列表：
1壳体；11空腔；12出油口；13输入轴安装孔；14中间轴安装孔；15输出轴安装孔；
2齿轮组；21输入轴齿轮；22中间轴大齿轮；23中间轴小齿轮；24输出轴齿轮；
3油腔；31油腔筋板；32进油口；33喷油口；331第一喷油口；332第二喷油口；
4油泵；
5过滤器；
6冷却器。
具体实施方式
在下文中，仅简单地描述了某些示例性实施方式。正如本领域技术人员可认识到的那样，在不脱离本申请的精神或范围的情况下，可通过各种不同方式修改所描述的实施方式。因此，附图和描述被认为本质上是示例性的而非限制性的。
在本申请的描述中，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″、″坚直″、″水平″、″顶″、″底″、″内″、″外″、″顺时针″、″逆时针″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申请和简化描述，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申请的限制。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一个或者更多个所述特征。在本申请的描述中，″多个″的含义是两个或两个以上，除非另有明确具体的限定。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语″安装″、″相连″、″连接″应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接：可以是机械连接，也可以是电连接或可以相互通讯；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。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申请中的具体含义。
在本申请中，除非另有明确的规定和限定，第一特征在第二特征之″上″或之″下″可以包括第一和第二特征直接接触，也可以包括第一和第二特征不是直接接触而是通过它们之间的另外的特征接触。而且，第一特征在第二特征″之上″、″上方″和″上面″包括第一特征在第二特征正上方和斜上方，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″包括第一特征在第二特征正上方和斜上方，或仅仅表示第一特征水平高度小于第二特征。
下文的申请提供了许多不同的实施方式或例子用来实现本申请的不同结构。为了简化本申请，下文中对特定例子的部件和设置进行描述。当然，它们仅仅为示例，并且目的不在于限制本申请。此外，本申请可以在不同例子中重复参考数字和/或参考字母，这种重复是为了简化和清楚的目的，其本身不指示所讨论各种实施方式和/或设置之间的关系。此外，本申请提供了的各种特定的工艺和材料的例子，但是本领域普通技术人员可以意识到其他工艺的应用和/或其他材料的使用。
以下结合附图对本申请的优选实施方式进行说明，应当理解，此处所描述的优选实施方式仅用于说明和解释本申请，并不用于限定本申请。
实施方式1
如图1所示，本申请的实施方式提供一种减速器。减速器包括壳体1、齿轮组2、油腔3和油泵4。本申请的减速器尤其适用于通过电机驱动的传动机构。
如图2所示，壳体1的内部为空腔11。壳体1的底部设有与空腔11连通的出油口12。空腔11内的润滑油可通过出油口12排出壳体1。本实施方式中，壳体1侧壁上还设有输入轴安装孔13、中间轴安装孔14和输出轴安装孔15。
如图3所示，齿轮组2设置于壳体的空腔11中。齿轮组2包括多个相互配合的齿轮。本实施方式中，齿轮组2包括输入轴齿轮21、中间轴大齿轮22、中间轴小齿轮23和输出轴齿轮24。输入轴齿轮21设置于输入轴上，输入轴通过输入轴安装孔13可旋转的安装在壳体1上。中间轴大齿轮22、中间轴小齿轮23设置于中间轴上，中间轴可旋转的安装在壳体1上。输出轴齿轮24设置于输出轴上，输出轴可旋转的安装在壳体1上。输入轴将动力传输给输入轴齿轮21，输入轴齿轮21与中间轴大齿轮22啮合，中间轴大齿轮22通过中间轴将动力传递给中间轴小齿轮23，中间轴小齿轮23与输出轴齿轮24啮合，输出轴齿轮24通过输出轴输出动力，实现动力的传输。
如图4所示，油腔筋板31(即油腔壁)设置于壳体的空腔11中。油腔筋板31在空腔11中形成密闭的腔体作为润滑油的油腔3。本实施方式中的油腔3为图中的阴影线所示部分。油腔筋板31上设有与油腔3连通的进油口32，进油口32用于向油腔3中注入润滑油。本实施方式中，进油口32位于油腔3的上方。油腔筋板31上还设有喷 油口33。喷油口33的喷油方向指向齿轮组2的齿轮，油腔3内的润滑油通过喷油口33喷出，喷油口33喷出的润滑油洒落在齿轮组2的齿轮上，为齿轮提供润滑及冷却。
油泵4是输送润滑油的动力装置。油泵4位于壳体1的外侧，可设置于壳体1的外壁上。齿轮组2上的润滑油润滑过齿轮后，滑落至壳体1的底部。油泵4的进油口连接壳体1上的出油口12，油泵4的出油口连接油腔筋板31上的进油口32。壳体1底部的润滑油通过油泵4抽出壳体并输送至油腔3中，油腔3中的润滑液喷出对齿轮润滑，实现润滑油的循环。
减速器静态启动时，壳体1底部的润滑油的液位可能高于一个或多个齿轮的齿顶面，齿轮的旋转带有搅油效果。随着油泵4的工作，壳体1底部的润滑油逐步被输送至油腔3中，壳体1底部的润滑油液位下降至低于齿轮的齿顶面，齿轮无搅油效果，减速器正常工作。本实施方式的减速器，正常工作的运动过程中齿轮无搅油，显著提高减速器的传动效率。
根据本实施方式一个可选的技术方案，在竖直方向上，油腔3由空腔11的顶端延伸至空腔11的中部。与传统的减速器相比，本实施方式的油腔3脱离壳体1的底部，除静态启动过程外，齿轮组2的齿轮运动过程中不会出现搅油。
可选地，油腔3的底端位于齿轮组2中一侧齿轮的下方。本实施方式中，油腔3由空腔11的顶端延伸至输入轴齿轮21的下方，提高油腔3的容积。喷油口33不仅可设置于齿轮的上方，根据需要喷油 口33还可设置于齿轮的下方。
根据本实施方式一个可选的技术方案，喷油口33的数量为多个。本实施方式中，喷油口33的数量为两个。第一喷油口331位于输入轴齿轮21下方，喷油方向指向输入轴齿轮21和中间轴大齿轮22的啮合处，可向输入轴齿轮21和中间轴大齿轮22喷淋润滑油。第二喷油口332位于输出轴齿轮24的上方，喷油方向指向中间轴小齿轮23与输出轴齿轮24的啮合处，可向中间轴小齿轮23与输出轴齿轮24喷淋润滑油。本领域技术人员不难理解，喷油口33的数量、位置可根据实际需求设置。
可选地，喷油口33的数量与齿轮的数量相对应，即每个齿轮可配置一个对应的喷油口。为齿轮组2的每个齿轮配置一个喷油口，可更好的为齿轮提供润滑。
根据本实施方式一个可选的技术方案，喷油口33的喷油方向与对应喷淋的齿轮的旋转方向相匹配，使喷出的润滑油为齿轮的旋转提供助推力，提升传动效率。本领域技术人员也可根据需要适当调整喷油口33的喷油方向。
根据本实施方式一个可选的技术方案，壳体1的底部设置有集油凹面(图中未示出)。齿轮上滑落的润滑油流至壳体1的底部后，在集油凹面中汇集。壳体上的出油口12位于集油凹面的最低处，便于集油凹面中润滑油的抽出。
如图1所示，本实施方式的减速器还可包括过滤器5。油泵4的出油口连接过滤器5的进油口，过滤器5的出油口连接油腔筋板上的 进油口32。油泵4输送的润滑油通过过滤器5的过滤后进入油腔3，避免润滑油中的杂质对齿轮组2的齿轮造成破坏，提高润滑油的清洁度。本领域技术人员可根据实际需要选择过滤器5的型号及规格。
可选地，本实施方式的减速器还包括冷却器6。过滤器5的出油口连接冷却器6的进油口，冷却器6的出油口连接油腔筋板上的进油口32。对齿轮进行润滑后的润滑油温度升高，通过冷却器6的冷却，降低进入油腔3的润滑油的温度，使得油腔3中喷出的润滑油为冷却后的润滑油，提高润滑油的冷却效果。本领域技术人员可根据实际需要选择冷却器6的型号及规格。
实施方式2
本申请的实施方式提供一种车辆，车辆包括如上所述的减速器。
本申请的减速器，正常工作时无需搅油，为车辆提供更高的传动效率。油泵提供的压力将油腔中的油喷淋到齿轮上，为齿轮提供充分的润滑及冷却，提高减速器的寿命。
以上所述仅为本申请的较佳实施方式而已，并不用以限制本申请，凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。
最后应说明的是：以上所述仅为本申请的优选实施方式而已，并不用于限制本申请，尽管参照前述实施方式对本申请进行了详细的说明，对于本领域的技术人员来说，其依然可以对前述各实施方式所记 载的技术方案进行修改，或者对其中部分技术特征进行等同替换。凡在本申请的精神和原则之内，所作的任何修改、等同替换、改进等，均应包含在本申请的保护范围之内。

Claims (10)

  1. 一种减速器，其特征在于，包括：
    壳体，所述壳体包括空腔，所述壳体的底部设有与所述空腔连通的出油口；
    齿轮组，所述齿轮组包括位于所述空腔中的多个齿轮；
    油腔筋板，所述油腔筋板在所述空腔内形成密闭的油腔，所述油腔筋板上设有分别与所述油腔连通的进油口和喷油口，所述喷油口的喷油方向指向所述齿轮组；
    油泵，所述油泵用于将从所述壳体的出油口排出的润滑油输送至所述油腔筋板上的进油口。
  2. 根据权利要求1所述减速器，其特征在于，在竖直方向上，所述油腔由所述空腔的顶端延伸至所述空腔的中部。
  3. 根据权利要求2所述减速器，其特征在于，所述油腔的底端位于所述齿轮组中一侧齿轮的下方。
  4. 根据权利要求1所述减速器，其特征在于，所述喷油口的数量为多个。
  5. 根据权利要求4所述减速器，其特征在于，所述喷油口的数量与所述齿轮的数量和/或位置相对应。
  6. 根据权利要求5所述减速器，其特征在于，所述喷油口的喷油方向设置为使得喷出的润滑油助推对应齿轮的旋转。
  7. 根据权利要求1所述减速器，其特征在于，还包括过滤器，所述油泵的出油口连接所述过滤器的进油口，所述过滤器的出油口连 接所述油腔筋板上的进油口。
  8. 根据权利要求7所述减速器，其特征在于，还包括冷却器，所述过滤器的出油口连接所述冷却器的进油口，所述冷却器的出油口连接所述油腔筋板上的进油口。
  9. 根据权利要求1所述减速器，其特征在于，所述壳体的底部设置有集油凹面，所述壳体上的出油口位于所述集油凹面的最低处。
  10. 一种车辆，其特征在于，包括权利要求1-9任意一项所述的减速器。
PCT/CN2020/136711 2019-12-18 2020-12-16 减速器及车辆 WO2021121246A1 (zh)

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