Speed reducing mechanism and speed reducing motor with same

Abstract

The invention discloses a speed reducing mechanism and a speed reducing motor with the speed reducing mechanism, and the speed reducing mechanism comprises a speed reducing box shell which is hollow inside so as to form a containing cavity, and the containing cavity is internally provided with lubricating oil; the gear train unit is arranged in the containing cavity, and the output end of the gear train unit can extend to the outer side of the containing cavity; the gear train unit is provided with a containing cavity, an opening communicated with the containing cavity is formed in the upper portion of the shell wall of the reduction gearbox shell, a ventilation structure is arranged in the opening, and the ventilation structure is configured to adjust the air pressure in the containing cavity when the gear train unit works. A concave cavity is formed in the intersection position of the open hole and the cavity wall of the reduction gearbox shell, cavity openings of the concave cavity are distributed in the adjacent cavity walls, different in extending direction, of the containing cavity, and the concave cavity is constructed to prevent lubricating oil from forming an oil film at the intersection position of the open hole and the cavity wall of the reduction gearbox shell.

Description

Technical Field

[0001] The present invention relates to the technical field of motors, and in particular to a reduction mechanism and a reduction motor having the same. Background Art

[0002] The reduction motor is the abbreviation of the motor and the reducer combined into one, which has the characteristics of small size, light weight and high efficiency. When the gears in the reduction box of the reduction motor are working, the temperature in the reduction box changes, and the air volume in the reduction box will change significantly, so that the air pressure in the reduction box increases, which in turn causes damage to the oil seal function and oil leakage. In order to balance the internal and external air pressures of the reduction box, an opening is generally set on the reduction box housing, and a vent plug is set at the opening. When the air pressure inside the reduction box is high, the gas can be discharged to the external environment through the vent plug, thereby adjusting the air pressure.

[0003] In the prior art, when the gears in the reduction box mesh, the lubricating oil in the box is stirred to form a large amount of oil droplets and oil foam, forming splash lubrication. These oil droplets and oil foam will adhere to the box wall and flow. As the temperature in the box rises, the gas in the box is discharged through the vent plug. Some oil droplets and oil foam will be attached to the bottom of the opening with the vent plug along with the outwardly discharged airflow. Since the aperture of the opening is small, the oil droplets and oil foam will be blown into an oil film or oil film bubbles in the opening with a small diameter by the external exhaust flow, and discharged out of the reduction box along with the external exhaust flow, thereby causing the problem of oil overflow from the vent plug. Therefore, it is necessary to improve the prior art to overcome the above-mentioned defects in the prior art. Summary of the invention

[0004] The object of the present invention is to provide a reduction mechanism capable of effectively preventing oil leakage and a reduction motor having the same.

[0005] The objective of the present invention is achieved through the following technical solutions:

[0006] A reduction mechanism comprises: a reduction box shell, which is hollow inside to form a receiving chamber, wherein lubricating oil is provided in the receiving chamber; a gear train unit, which is arranged in the receiving chamber, and the output end of the gear train unit can extend to the outside of the receiving chamber; wherein an opening connected to the receiving chamber is provided on the upper part of the shell wall of the reduction box shell, and a breathable structure is provided in the opening, and the breathable structure is configured to adjust the air pressure in the receiving chamber when the gear train unit is working; a concave cavity is formed at the intersection of the opening and the cavity wall of the reduction box shell, and the cavity mouths of the concave cavity are distributed on adjacent cavity walls with different extension directions of the receiving chamber, and the concave cavity is constructed to prevent the lubricating oil from forming an oil film at the intersection of the opening and the cavity wall of the reduction box shell.

[0007] Preferably, the cavity opening of the concave cavity includes a first cavity opening and a second cavity opening, the first cavity opening is located on a first cavity wall distributed circumferentially along the output end, and the second cavity opening is located on a second cavity wall perpendicular to the axial direction of the output end, wherein the first cavity wall and the second cavity wall form a step-shaped limiting structure.

[0008] Preferably, a notch is recessed at an edge of the first cavity opening and / or the second cavity opening.

[0009] Preferably, the first cavity wall is a conical surface, and on the transmission path of the gear train unit, the cavity diameter of the first cavity wall is gradually reduced.

[0010] Preferably, the output end is provided with a third bearing, the receiving cavity is provided with a bearing chamber for installing the third bearing, and the bearing chamber and the concave cavity are adjacently distributed and communicated with each other in the axial direction of the output end;

[0011] Wherein, the end of the third bearing is blocked at the second cavity opening.

[0012] Preferably, an oil seal is provided between the output end of the gear train unit and the reduction box housing, and the concave cavity is located between the bearing chamber and the oil seal;

[0013] The space where the oil seal is installed is communicated with the bearing chamber through an annular gap, and the first cavity is located at the outer periphery of the annular gap and is communicated with the annular gap.

[0014] Preferably, the cross-sectional size of the concave cavity is larger than the cross-sectional size of the opening, and the cross-sectional shape of the concave cavity is different from the cross-sectional shape of the opening.

[0015] Preferably, a projection of the opening along its axial direction partially overlaps with a projection of the cavity along the axial direction of the opening.

[0016] Preferably, a flange structure is provided on the cavity wall of the concave cavity, and the flange structure is configured to prevent the oil film from entering into the opening.

[0017] A reduction motor comprises the reduction mechanism as mentioned above.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] In the present invention, the bottom of the opening is formed into an irregular and flat mouth-shaped structure by setting the concave cavity, which is not conducive to the formation of the oil film, thereby achieving the purpose of preventing the lubricating oil from being discharged to the outside of the reduction gearbox housing through the air-permeable structure;

[0020] Furthermore, the cavity opening of the concave cavity includes a first cavity opening and a second cavity opening, and the first cavity wall and the second cavity wall are located on different surfaces, and are on two surfaces perpendicular to each other, which greatly increases the difficulty of oil film generation, so that it is not easy to generate oil film at the bottom of the opening, solving the problem of oil leakage. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 A schematic diagram of the three-dimensional structure of the reduction motor provided by the present invention;

[0022] Figure 2 A schematic cross-sectional structure diagram of the reduction motor provided by the present invention;

[0023] Figure 3 for Figure 2 Schematic diagram of the enlarged structure of the A area in the middle;

[0024] Figure 4 A schematic diagram of the exploded structure of the reduction motor provided by the present invention;

[0025] Figure 5 A schematic diagram of a housing of a driving source;

[0026] Figure 6 is a schematic diagram of the structure of the gear train unit;

[0027] Figure 7 It is a schematic diagram of the structure between the guide member and the planet carrier;

[0028] Figure 8 for Figure 7 A schematic diagram of the cross-sectional structure of;

[0029] Fig. 9 is a schematic diagram of the three-dimensional structure of the guide member;

[0030] Fig.10 for Fig. 9 A schematic diagram of the cross-sectional structure of;

[0031] Fig.11 It is a schematic diagram of the structure of the planet carrier;

[0032] Fig.12 is a structural schematic diagram of the cover plate;

[0033] Fig.13 for Fig.12 Schematic diagram of the enlarged structure of the middle B area;

[0034] Fig.14 for Fig.12 A schematic diagram of the cross-sectional structure of;

[0035] Fig.15 for Fig.14 A partial enlarged schematic diagram of the structure. DETAILED DESCRIPTION

[0036] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. It is to be understood that the specific embodiments described herein are only used to explain the present application, rather than to limit the present application. It should also be noted that, for ease of description, only some structures related to the present application are shown in the accompanying drawings, rather than all structures. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application.

[0037] The terms "including" and "having" and any variations thereof in this application are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device comprising a series of steps or units is not limited to the listed steps or units, but may optionally include steps or units not listed, or may optionally include other steps or units inherent to these processes, methods, products or devices.

[0038] Reference to "embodiments" herein means that a particular feature, structure, or characteristic described in conjunction with the embodiments may be included in at least one embodiment of the present application. The appearance of the phrase in various locations in the specification does not necessarily refer to the same embodiment, nor is it an independent or alternative embodiment that is mutually exclusive with other embodiments. It is explicitly and implicitly understood by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0039] like Figures 1 to 5 As shown, the present invention provides a reduction motor, which includes a driving source and a reduction mechanism, wherein the driving source is a power output part, and in one embodiment, the driving source is a disc motor. Specifically, the driving source includes a housing 100, a stator assembly (not shown) and a rotor assembly (not shown) arranged in the housing 100. The rotor assembly includes a rotating shaft 110, and the rotating shaft 110 can rotate relative to the housing 100. A portion of the rotating shaft 110 extends from the inside of the housing 100 to the outside of the housing 100 to form an output end of the rotating shaft 110.

[0040] The above-mentioned speed reduction mechanism includes a speed reduction box housing and a gear train unit 200, and the speed reduction box housing is hollow inside to form a receiving chamber 301. The gear train unit 200 is arranged in the receiving chamber 301, and the output end of the gear train unit 200 can extend to the outside of the receiving chamber 301. The gear train unit 200 is connected to the output end of the rotating shaft 110 in a transmission manner, and the rotational drive output by the driving source is transmitted to the gear train unit 200 through the rotating shaft 110, and then transmitted to the actuator (not shown) after being decelerated by the gear train unit 200.

[0041] In this embodiment, the reduction mechanism and the driving source share part of the housing, so as to facilitate the miniaturization of the size of the reduction motor. Specifically, the housing 100 of the driving source has a convex ring portion 120 extending along the axial direction of the rotating shaft 110 and toward the gear train unit 200, and the convex ring portion 120 can be arranged to form an installation space for installing the gear train unit 200. A cover plate 300 is provided on the end side of the convex ring portion 120 away from the housing 100, and the output end of the gear train unit 200 can extend along the axial direction of the rotating shaft 110 to the outside of the closed space formed by the convex ring portion 120 and the cover plate 300. In other words, a part of the housing 100 of the driving source and the cover plate 300 are jointly arranged to form the reduction box shell of the above-mentioned reduction mechanism, thereby reducing the overall external dimensions of the reduction motor, which is conducive to the miniaturization of the reduction motor structure.

[0042] The above-mentioned “enclosed space” is the receiving chamber 301. Lubricating oil is provided in the receiving chamber 301. When the gear train unit 200 is working, the lubricating oil can lubricate the gear train unit 200, thereby improving the working performance of the gear train unit 200, reducing noise, and extending the service life of the gear train unit 200 to a certain extent.

[0043] Considering the convenience of installation, the shell 100 is divided into two parts in the axial direction of the rotating shaft 110, including a first shell part 101 and a second shell part 102. The convex ring part 120 is fixed on one of the first shell part 101 and the second shell part 102, wherein the convex ring part 120 is integrally formed with one of the first shell part 101 and the second shell part 102. The one-piece molding method can simplify the assembly steps and make installation more convenient. Of course, the number of split parts of the shell 100 can be two, three, or other numbers, which can be determined according to actual usage. The split method of the shell is not limited to the split in the axial direction, but can also be the split in the radial direction, etc.

[0044] In order to facilitate the cooling of the stator assembly and the rotor assembly inside the driving source, a cooling chamber (not shown) is provided in the housing 100, and the cooling chamber is preferably provided at both ends of the housing 100. The cooling chamber is used to pass a liquid cooling medium, and the liquid cooling medium can be water, oil, etc. After the colder liquid cooling medium enters the cooling chamber, it can take out part of the heat in the housing 100 through the principle of heat conduction, thereby achieving the purpose of cooling.

[0045] In order to cool down the drive source and the gear train unit 200 at the same time, the housing 100 is provided with a first end portion of the convex ring portion 120, and a cooling chamber is formed inside. Specifically, the first end portion is provided with a plurality of heat dissipation portions 130 protruding outward along the axial direction of the rotating shaft 110. The function of the heat dissipation portions 130 is to increase the heat dissipation surface area of ​​the cooling chamber, thereby achieving the purpose of effectively cooling the gear train unit 200. One end of the heat dissipation portion 130 is fixed to the first end portion of the housing 100, and the other end facing the gear train unit 200 is infinitely close to the gear train unit 200, but does not contact the gear train unit 200, which is conducive to taking away the heat of the gear train unit 200.

[0046] The heat dissipation portion 130 is cylindrical, and the axial dimension of the heat dissipation portion 130 is relatively small. The size of the heat dissipation portion 130 is determined by the size of the vacant space of the receiving cavity 301 where the gear train unit 200 is located. When the vacant space is large, the size of the heat dissipation portion 130 is relatively large; when the vacant space is small, the size of the heat dissipation portion 130 is relatively small. There are multiple heat dissipation portions 130, and the axial dimensions of the multiple heat dissipation portions 130 can be different, which can be specifically set according to the vacant space. For example, the axial dimension of the heat dissipation portion 130 where the vacant space is large can be larger, and the axial dimension of the heat dissipation portion 130 where the vacant space is small can be smaller, thereby forming a high and low distribution form of the heat dissipation portion 130.

[0047] The gear train unit 200 may be a gear set formed by meshing several gears, or a worm gear, or a planetary gear train, or a combination of a worm gear and a planetary gear train, or a combination of a gear set and a worm gear. The following description will take the case where the gear train unit 200 is a planetary gear train as an example.

[0048] like Figures 6 to 8 As shown, the gear train unit 200 includes a sun gear 210 connected to the rotating shaft 110, a plurality of planetary gears 220 meshing with the sun gear 210, a planetary carrier 230 provided with the above-mentioned planetary gears 220, a ring gear 240 located on the outer ring of the planetary carrier 230 and meshing with the planetary gears 220, and a connecting shaft 270 spline-connected to the planetary carrier 230.

[0049] Among them, one end of the planet carrier 230 is supported on the housing 100 through the second bearing 600, and the other end of the planet carrier is supported on the housing 100 through the third bearing 700. The connecting shaft 270 is the output end of the gear train unit 200, and the third bearing 700 is located at the output end. The rotating shaft 110 and the connecting shaft 270 are distributed on opposite sides of the planet carrier 230, and the rotating shaft 110 and the connecting shaft 270 are coaxially distributed. The connecting shaft 270 is arranged through the cover plate 300, and the cover plate 300 is provided with a cover plate opening 310 that cooperates with the connecting shaft 270. An oil seal 800 is provided in the cover plate opening 310, and the oil seal 800 is sandwiched between the outer ring of the connecting shaft 270 and the hole wall of the cover plate opening 310.

[0050] The gear ring 240 is fixed in the convex ring portion 120 by gluing, welding, interference connection, etc. In order to facilitate the alignment installation between the gear ring 240 and the convex ring portion 120, as shown in FIG. Figure 5 and Figure 6 As shown, one of the outer peripheral wall of the gear ring 240 and the inner ring of the convex ring portion 120 is provided with a plurality of ribs 121 extending in the axial direction, and the other is provided with rib grooves 122 matching the ribs 121, and the ribs 121 and the rib grooves 122 are arranged in a one-to-one correspondence. Considering the convenience of processing, the ribs 121 are convexly arranged on the outer peripheral wall of the gear ring 240 and are distributed at intervals in the circumferential direction of the gear ring 240, and the rib grooves 122 are concavely arranged in the inner ring of the convex ring portion 120, and the rib grooves 122 are distributed at intervals in the circumferential direction of the convex ring portion 120.

[0051] like Figure 8 As shown, the planetary gear 220 is arranged on the planetary carrier 230 through the pin 250, and a first bearing 260 is arranged between the pin 250 and the planetary gear 220. A guide member 500 is arranged on the outer end surface of the planetary carrier 230 close to the third bearing 700, and the function of the guide member 500 is to transport the lubricating oil to the first bearing 260 during the rotation of the planetary carrier 230. The above-mentioned "outer end surface" refers to the outer side surface perpendicular to the axial direction.

[0052] The pin 250 has a central hole 251 extending in the axial direction, and a connecting hole 252 extending in the radial direction is provided on the hole wall of the central hole 251, and the central hole 251 is connected with the connecting hole 252. When the planet carrier 230 rotates, the lubricating liquid enters the guide member 500, and the lubricating liquid in the guide member 500 enters the first bearing 260 through the central hole 251 and the connecting hole 252 in sequence. Therefore, the guide member 500 can achieve the purpose of guiding the lubricating oil in the receiving cavity 301 to the first bearing 260 during the rotation of the planet carrier 230, thereby achieving lubrication of the first bearing 260.

[0053] like Fig. 9 and Fig.10 As shown, the guide member 500 is annular, and the inner ring of the guide member 500 is radially recessed to form a groove 400. Specifically, the guide member 500 includes a first pad 501, a second pad 502 opposite to the first pad 501, and a side panel 503 connecting the first pad 501 and the second pad 502. The first pad 501 and the second pad 502 are roughly annular and are distributed perpendicular to the axial direction of the rotating shaft 110. The side panel 503 is arranged around the outer edges of the first pad 501 and the second pad 502 along the circumferential direction of the rotating shaft 110.

[0054] The first pad 501 is provided with a plug-in post 510, and the flow guide 500 is detachably connected to the planet carrier 230 via the plug-in post 510. Fig.11As shown, the planet carrier 230 is provided with a socket 231 that cooperates with the plug-in post 510 , and the flow guide 500 is detachably arranged on the planet carrier 230 through the cooperation between the plug-in post 510 and the socket 231 .

[0055] The circumferential side surface of the end 511 of the plug post 510 is a conical surface. In the direction along which the plug post 510 is installed on the planetary carrier 230, the outer diameter of the conical surface is gradually reduced, so as to facilitate the plug post 510 to be inserted into the socket 231. Furthermore, the plug post 510 is also provided with a groove body 512 extending in the axial direction, and the groove body 512 forms an opening at the end 511 of the plug post 510. In the process of inserting the plug post 510 into the socket 231, due to the existence of the above-mentioned groove body 512, the plug post 510 has a tendency to swing toward its center, that is, the plug post 510 can be deformed, so as to be smoothly inserted into the socket 231. Similarly, when it is necessary to remove the guide member 500 from the planetary carrier 230, the plug post 510 is deformed under the action of external force and can be smoothly pulled out from the socket 231.

[0056] The first pad 501 is also provided with a guide ring column 520 connected to the groove 400. The guide ring column 520 is located on the end surface of the guide member 500 close to the planet carrier 230. Figure 8 As shown, the guide ring column 520 is at least partially inserted into the center hole 251. The outer ring of the guide ring column 520 fits with the inner ring of the center hole 251, thereby preventing the lubricating oil introduced by the guide ring column 520 from leaking out through the gap between the guide ring column 520 and the center hole 251. There is an axial spacing between the guide ring column 520 and the connecting hole 252 in the axial direction of the connecting hole 252, so as to prevent the guide ring column 520 from blocking the connecting hole 252 while ensuring that sufficient lubricating liquid enters the connecting hole 252.

[0057] In order to allow the lubricating fluid in the groove 400 to smoothly enter the guide ring column 520, as shown in FIG. Fig. 9 As shown, the side panel 503 has a raised portion 504 radially protruding outwardly corresponding to the guide ring column 520 . The protruding raised portion 504 can gather the lubricating liquid and also slow down the flow rate of the lubricating liquid to a certain extent, thereby facilitating the lubricating liquid in the groove 400 to enter the guide ring column 520 .

[0058] Considering the large relative sliding between the tooth surfaces of the sun gear 210 and the planetary gear 220, and between the tooth surfaces of the planetary gear 220 and the ring gear 240, coupled with the friction at the bearings, the temperature of the lubricating oil will increase. When the lubricating oil temperature increases, the gas pressure increases, which can easily damage the oil seal and cause oil leakage. In order to avoid the problem of oil leakage caused by the increase of gas pressure in the receiving chamber 301 due to the temperature change in the receiving chamber 301. In this embodiment, if Fig.14 and Fig.15As shown, the upper part of the shell wall of the reduction gearbox shell is provided with an opening 320 connected to the receiving chamber 301, and a vent structure 330 is provided in the opening 320. When the air pressure in the receiving chamber 301 increases, the gas in the receiving chamber 301 can be discharged to the external environment through the vent structure 330; when the air pressure in the receiving chamber 301 decreases, the air in the external environment can enter the receiving chamber 301 through the vent structure 330.

[0059] That is, the air permeable structure 330 is used to adjust the air pressure in the receiving chamber 301 when the gear train unit 200 is working, so as to prevent the oil seal 800 from being damaged. The air permeable structure 330 can be a vent plug, a baffle structure with a through hole, or a duckbill valve, etc., wherein the air permeable structure 330 is preferably a vent plug, and the vent plug is located at the top of the opening 320.

[0060] In this embodiment, Figures 12 to 15 As shown, in order to prevent the formation of an oil film at the bottom of the opening 320, a concave cavity 340 is formed at the intersection of the opening 320 and the cavity wall of the reduction box shell, and the cavity openings of the concave cavity 340 are distributed on adjacent cavity walls with different extension directions of the receiving cavity 301. The opening 320 and the concave cavity 340 are arranged on the above-mentioned cover plate 300, wherein the opening 320 extends approximately along the radial direction of the connecting shaft 270. The purpose of the concave cavity 340 is to prevent the lubricating oil from forming an oil film at the intersection of the opening 320 and the cavity wall of the reduction box shell. Considering that the through-hole formed on the cavity wall of the reduction box shell at the bottom of the opening 320 is relatively regular and flat, the lubricating oil can easily form an oil film at the bottom of the opening 320. After the oil film is formed at the through-hole, when the air pressure in the receiving cavity 301 increases, the oil film enters the opening 320 under the action of the exhaust gas, and is easily discharged from the reduction box shell through the vent plug, causing the problem of oil leakage. In this embodiment, the concave cavity 340 is provided so that the bottom of the opening 320 is an irregular and flat mouth-shaped structure, which is not conducive to the formation of an oil film.

[0061] Specifically, the cavity opening of the concave cavity 340 includes a first cavity opening 341 and a second cavity opening 342, wherein the first cavity opening 341 is located on a first cavity wall 3011 distributed along the circumference of the connecting shaft 270. The second cavity opening 342 is located on a second cavity wall 3012 perpendicular to the axial direction of the connecting shaft 270, wherein the first cavity wall 3011 and the second cavity wall 3012 form a stepped limiting structure, wherein the first cavity wall 3011 is a circumferential wall, and the second cavity wall 3012 is an end wall. As can be seen from the above, the first cavity wall 3011 and the second cavity wall 3012 are located on different surfaces, and are on two surfaces perpendicular to each other, which greatly increases the difficulty of generating an oil film, thereby making it difficult to generate an oil film at the bottom of the opening 320, thereby solving the problem of oil leakage.

[0062] In order to further increase the difficulty of oil film generation, the edge of the cavity opening of the concave cavity 340 is provided with a notch 343. By providing the notch 343, a corner structure can be formed on the edge and the edge of the cavity opening can be tortuous. The corner structure and the tortuous edge can pierce the oil film or oil foam, which is not conducive to the generation of oil film or oil foam. The notch 343 can be provided at the edge of the first cavity opening 341, or at the edge of the second cavity opening 342, or at the edge of the first cavity opening 341 and the edge of the second cavity opening 342. Of course, the number of notches 343 is not the more the better, and too many notches 343 will increase the difficulty of processing. The number of notches 343 is preferably 1-3.

[0063] In this embodiment, if Figure 3 As shown, the first cavity wall 3011 is a conical surface, and the cavity diameter of the first cavity wall 3011 is gradually reduced on the transmission path of the gear train unit 200, that is, along the direction from the rotating shaft 110 to the connecting shaft 270. The first cavity opening 341 is located at the high end of the first cavity wall 3011, so that the oil droplets at the first cavity opening 341 slide down along the first cavity wall 3011 under the action of gravity, and will not accumulate at the first cavity opening 341 to form an oil film. In other words, the first cavity wall 3011 can evacuate the lubricating oil at the first cavity opening 341, so as to help avoid the formation of an oil film at the first cavity opening 341.

[0064] Regarding the location of the cavity 340, Figure 3 and Fig.15 As shown, specifically, the output end of the gear train unit 200 has a third bearing 700 , the accommodating cavity 301 has a bearing chamber 350 for mounting the third bearing 700 , and the bearing chamber 350 is disposed on the cover plate 300 , that is, the third bearing 700 is mounted on the cover plate 300 .

[0065] The bearing chamber 350 and the concave cavity 340 are adjacently distributed and connected in the axial direction of the output end of the gear train unit 200, and the end of the third bearing 700 is blocked at the second cavity opening 342. The advantage of such a setting is that the end of the third bearing 700 can block part of the cavity opening of the concave cavity 340, and to a certain extent reduce the amount of lubricating oil splashing to the cavity opening of the concave cavity 340. At the same time, since the third bearing 700 and the cover plate 300 where the concave cavity 340 is located are two different parts, the method of assembling two different parts to surround the cavity opening of the concave cavity 340 is not conducive to the generation of oil film, because of the installation gap at the connection and the irregular cavity opening shape after installation.

[0066] Regarding the end of the third bearing 700 being blocked at the second cavity opening 342, there may be the following situations: in the first situation, the end of the outer ring of the third bearing 700 is blocked at the second cavity opening 342; in the second situation, the outer ring and the ball body of the third bearing 700 are blocked at the second cavity opening 342; in the third situation, the outer ring, the ball body and the inner ring of the third bearing 700 are blocked at the second cavity opening 342. The specific selection can be made according to the actual situation.

[0067] In this embodiment, the concave cavity 340 is adjacent to the bearing chamber 350, which means that the concave cavity 340 is distributed close to the center of the cover plate 300, and thus, the size of the opening 320 in the radial direction of the connecting shaft 270 is close to the radius of the cover plate 300. Conversely, if the opening 320 is provided on the circumferential wall of the convex ring portion 120, the size of the opening 320 in the radial direction of the connecting shaft 270 is small, and the lubricating oil is easy to leak to the outside of the reduction gearbox housing. In addition, the opening 320, the concave cavity 340 and the bearing chamber 350 are all provided on the cover plate 300, which has the advantages of convenient installation and processing.

[0068] Furthermore, the concave cavity 340 is located between the bearing chamber 350 and the oil seal 800. The space where the oil seal 800 is installed is connected to the bearing chamber 350 through the annular gap 360, and the first cavity opening 341 is located at the periphery of the annular gap 360 and is connected to the annular gap 360. Under the action of the first cavity wall 3011, the lubricating oil located at the first cavity opening 341 can flow along the first cavity wall 3011 toward the oil seal 800. In the process of the lubricating oil flowing toward the oil seal 800, the lubricating oil drips into the annular gap 360 under the action of gravity, so that the lubricating liquid in the receiving cavity 301 cannot stay at the first cavity opening 341, and the oil film does not have the conditions for generation, thereby blocking the generation of the oil film from the root.

[0069] The cross-sectional dimension of the concave cavity 340 is larger than the cross-sectional dimension of the opening 320, and the cross-sectional shape of the concave cavity 340 is different from the cross-sectional shape of the opening 320. The above-mentioned "cross-sectional dimension" refers to: a cross-sectional dimension obtained by a plane parallel to the horizontal plane. When the cross-sectional dimension of the concave cavity 340 is larger than the cross-sectional dimension of the opening 320, the problem of oil film being easily generated in small holes can be avoided. The cross-sectional shape of the concave cavity 340 is different from the cross-sectional shape of the opening 320, and a variable cross-sectional area can be formed. The existence of the variable cross-sectional area is not conducive to the discharge of the oil film under the action of the external exhaust flow, and the oil film is easily broken at the variable cross-sectional area.

[0070] Furthermore, the projection of the opening 320 along its axial direction partially overlaps with the projection of the cavity 340 along the axial direction of the opening 320. In other words, the opening 320 and the cavity 340 are staggered, resulting in a bending structure between the opening 320 and the cavity 340, which is not conducive to the discharge of the oil film.

[0071] A flange structure (not shown) is provided on the cavity wall of the concave cavity 340, and the flange structure is configured to prevent the oil film from entering the opening 320. The flange structure can be wavy, continuous fold line, or spike-shaped. Alternatively, the shape of the flange structure is at least one of wavy, continuous fold line, and spike-shaped.

[0072] In this embodiment, the cover plate 300 is further provided with an oil inlet 370 and an oil outlet 380, which are respectively connected to the receiving cavity 301, wherein the oil inlet 370 is located at the upper part of the cover plate 300 for conveying lubricating oil, and the oil outlet 380 is located at the lower part of the cover plate 300 for discharging lubricating oil.

[0073] The above description is only an implementation method of the present application, and does not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the description and drawings of this application, or directly or indirectly used in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A speed reduction mechanism, characterized in that: include: The reduction gearbox housing is hollow inside to form a receiving chamber (301), wherein lubricating oil is provided in the receiving chamber (301); A gear train unit (200) is disposed in the receiving chamber (301), and an output end of the gear train unit (200) can extend to the outside of the receiving chamber (301); The upper part of the shell wall of the reduction gearbox shell is provided with an opening (320) communicating with the receiving chamber (301), and a ventilating structure (330) is provided in the opening (320), and the ventilating structure (330) is configured to adjust the air pressure in the receiving chamber (301) when the gear train unit (200) is working; A concave cavity (340) is formed at the intersection of the opening (320) and the cavity wall of the reduction gear housing, and the cavity opening of the concave cavity (340) is distributed on adjacent cavity walls of the accommodating cavity (301) with different extension directions. The concave cavity (340) is constructed to prevent the lubricating oil from forming an oil film at the intersection of the opening (320) and the cavity wall of the reduction gear housing.

2. The speed reduction mechanism according to claim 1, characterized in that: The cavity opening of the concave cavity (340) comprises a first cavity opening (341) and a second cavity opening (342), wherein the first cavity opening (341) is located on a first cavity wall (3011) distributed along the circumference of the output end, and the second cavity opening (342) is located on a second cavity wall (3012) perpendicular to the axial direction of the output end, wherein the first cavity wall and the second cavity wall form a step-shaped limiting structure.

3. The speed reduction mechanism according to claim 2, characterized in that: A notch (343) is recessed on the edge of the first cavity opening (341) and / or the second cavity opening (342).

4. The speed reduction mechanism according to claim 2, characterized in that: The first cavity wall (3011) is a conical surface, and on the transmission path of the gear train unit (200), the cavity diameter of the first cavity wall (3011) is in a gradually decreasing trend.

5. The speed reduction mechanism according to claim 2, characterized in that: The output end is provided with a third bearing (700), the receiving cavity (301) is provided with a bearing chamber (350) for installing the third bearing (700), and the bearing chamber (350) and the concave cavity (340) are adjacently distributed and communicated with each other in the axial direction of the output end; Wherein, the end of the third bearing (700) is blocked at the second cavity opening (342).

6. The speed reduction mechanism according to claim 5, characterized in that: An oil seal (800) is provided between the output end of the gear train unit (200) and the reduction gear housing, and the concave cavity (340) is located between the bearing chamber (350) and the oil seal (800); The space in which the oil seal (800) is installed is connected to the bearing chamber (350) via an annular gap (360), and the first cavity (341) is located on the outer periphery of the annular gap (360) and is connected to the annular gap (360).

7. The speed reduction mechanism according to claim 1, characterized in that: The cross-sectional dimension of the concave cavity (340) is greater than the cross-sectional dimension of the opening (320), and the cross-sectional shape of the concave cavity (340) is different from the cross-sectional shape of the opening (320).

8. The speed reduction mechanism according to claim 1, characterized in that: The projection of the opening (320) along its axial direction partially overlaps with the projection of the cavity (340) along the axial direction of the opening (320).

9. The speed reduction mechanism according to claim 1, characterized in that: A flange structure is provided on the cavity wall of the concave cavity (340), and the flange structure is configured to prevent an oil film from entering the opening (320).

10. A reduction motor, characterized in that: It comprises the speed reduction mechanism as claimed in any one of claims 1 to 9.

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