Speed reducer structure

Abstract

The invention discloses a speed reducer structure, which belongs to the field of speed reducers, and comprises a shell, an input mechanism, an output mechanism and an intermediate transmission mechanism, and is further provided with a lubricating system and a cooling system, and the input mechanism and the output mechanism are both enclosed in the shell. The input mechanism adopts a plug-in shaft design, a disc spring is arranged on the outer side, one end of the disc spring is contacted with the shell, the other end of the disc spring is contacted with the oil cylinder mechanism, an oil way is arranged on the plug-in shaft to be connected with the oil cylinder, the input end is connected with the input shaft through a clutch, and the input shaft is provided with a planetary speed reducing mechanism and a high-speed output gear. The output mechanism comprises an output shaft, and a low-speed meshing gear and a high-speed meshing gear are arranged on the output shaft and connected through a synchronous gear mechanism. The structure has the advantages that high-efficiency transmission is achieved, and stable switching between high speed and low speed is effectively achieved. And adjustability: the input end can be conveniently switched due to the design of a pulling and inserting shaft and a clutch of the input mechanism.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of speed reducer, in particular to a speed reducer structure. BACKGROUND

[0002] In the field of speed reducer, the traditional structure generally has the bottleneck problems of insufficient lubrication, low heat dissipation efficiency and structural redundancy. In the prior art, the speed reducer mostly adopts a single lubrication mode (such as oil bath lubrication or splash lubrication), which causes the existence of lubrication blind area in the meshing surface of complex gears (such as planetary reduction mechanism, synchronous gear, etc.), and long-term operation easily causes the aggravation of gear surface wear. At the same time, the cooling system design mostly depends on natural convection or simple external fan, and it is difficult to cope with the temperature rise problem under high load working condition. When the oil temperature exceeds 80℃, the viscosity of the lubricating oil will decrease, and the aging of the sealing element will be accelerated.

[0003] The transmission structure of the existing speed reducer also has the following technical defects:

[0004] Lubrication system efficiency is insufficient: the traditional lubrication pump oil supply path is single, and it is difficult to cover the differentiated lubrication needs of multi-stage gear sets (such as planetary reduction mechanism and high-low speed meshing gear sets), especially the high-speed gear pair is easy to cause gluing failure due to oil film rupture.

[0005] For example, the lubrication of the planetary gear set depends on passive splash, and under variable speed working condition, the oil distribution is uneven, and the synchronous gear mechanism often causes the increase of backlash due to insufficient lubrication because of the small meshing gap.

[0006] Passive and inefficient cooling method: most speed reducers adopt overall oil cooling or natural heat dissipation, and cannot perform directional cooling on key heating areas (such as clutches and planet carrier bearings).

[0007] When the input power exceeds the heat capacity, the conventional heat dissipation scheme cannot effectively inhibit the rise of oil temperature, which causes the thermal deformation of the gear box and affects the transmission precision.

[0008] Structural complexity and sealing contradiction: the integrated design of the existing planetary differential mechanism and multi-stage variable speed gear set often causes the crowding of the internal space of the box body. For example, although the cycloid wheel structure of the RV speed reducer has high precision, the manufacturing process is complex and sensitive to assembly errors.

[0009] In addition, the connection between the clutch and the input shaft is prone to lubricating oil leakage at high temperature due to unreasonable sealing design (such as single skeleton oil seal), which pollutes the working environment.

[0010] Poor dynamic lubrication and load adaptability: the traditional lubrication system lacks dynamic adjustment mechanism and cannot optimize the oil supply according to the change of the transmission shaft speed (such as high-low speed switching). For example, the lubricating device driven by the eccentric wheel is mostly used for simple reciprocating motion, but it is not coupled with the transmission shaft power, which causes the lubrication response to lag behind the working condition change. SUMMARY

[0011] The present application aims to solve at least one of the above technical problems in the art to some extent.

[0012] To achieve the above-mentioned purposes, the present application provides a speed reducer structure, comprising a shell, an input mechanism, an output mechanism and an intermediate transmission mechanism, further comprising a lubricating system and a cooling system, the input mechanism and the output mechanism are surrounded in the shell;

[0013] The input mechanism comprises a pull-out shaft, the outer side of the pull-out shaft is provided with a disc spring, one end of the disc spring abuts against the shell, and the other end abuts against an oil cylinder mechanism, the pull-out shaft is provided with an oil channel in communication with the oil cylinder mechanism, the pull-out shaft is connected with a clutch and an input shaft through the clutch, the input shaft is provided with a planetary reduction mechanism and a high-speed output gear;

[0014] The output mechanism comprises an output shaft, the output shaft is provided with a low-speed meshing gear and a high-speed meshing gear, and a synchronous gear mechanism arranged between the low-speed meshing gear and the high-speed meshing gear;

[0015] The intermediate transmission mechanism comprises a transmission shaft, the transmission shaft is provided with a low-speed intermediate gear and a high-speed intermediate gear, the low-speed intermediate gear is meshed with the planetary reduction mechanism and the low-speed meshing gear respectively, and the high-speed intermediate gear is meshed with the high-speed output gear and the high-speed meshing gear respectively.

[0016] As an improvement, the lubricating system comprises a lubricating port connected with a lubricating pump, and a lubricating oil pipe is arranged in the shell to extend into the shell.

[0017] As an improvement, the lubricating system further comprises an eccentric lubricating mechanism, the eccentric lubricating mechanism comprises an eccentric wheel arranged on the transmission shaft and an oil supply pipe arranged in the shell, the oil supply pipe is in communication with the lubricating port, a pressing column is arranged in the oil supply pipe and close to one end of the eccentric wheel, a spring is arranged at the end of the pressing column away from the eccentric wheel, and an oil supply hole is arranged on the side wall of the oil supply pipe.

[0018] As an improvement, the tail end of the output shaft is provided with a planetary differential mechanism.

[0019] As an improvement, the cooling system comprises an outer connecting pipe and an inner connecting pipe arranged in the shell and connected with the outer connecting pipe.

[0020] As an improvement, a sealing oil reservoir is arranged between the clutch and the shell.

[0021] As an improvement, a lubricating groove is arranged on the input shaft.

[0022] Beneficial effects

[0023] Dynamic lubrication: The lubrication pump supplies oil to the key parts such as the input shaft lubrication groove and planetary reduction mechanism through the lubrication port and lubrication oil pipe, ensuring basic lubrication coverage.

[0024] Dynamic pulse lubrication: The eccentric of the transmission shaft periodically extrudes the pressure column, forming a pulse oil supply through spring reset. The oil mist hole can accurately spray oil mist to the meshing surface of the synchronous gear mechanism and high-speed meshing gear, eliminating the lubrication blind area.

[0025] Advantages: Combining active oil supply and dynamic lubrication, it solves the lubrication problem of traditional lubrication pumps that cannot cover complex gear sets (such as high-low speed switching gears), reducing gear wear rate.

[0026] High-efficiency cooling system:

[0027] Internal and external circulation cooling: The external connection pipe and internal connection pipe form a closed cooling loop, combined with the sealed oil reservoir to direct heat dissipation in the clutch area, preventing high temperature from causing lubricating oil viscosity to drop.

[0028] Advantages: The cooling system can stabilize the oil temperature below 60°C, avoiding the aging of seals or gear thermal deformation caused by overheating, prolonging the service life.

[0029] II. Transmission structure innovation

[0030] Planetary reduction and differential mechanism integration:

[0031] The planetary reduction mechanism of the input shaft realizes the first-stage high-torque reduction, and the planetary differential mechanism at the tail end of the output shaft further optimizes torque distribution, improving transmission stability.

[0032] Advantages: The planetary structure is compact, and after multi-stage reduction, it still maintains a small volume (similar planetary reduction machine volume can be reduced by 40%), and high-low speed switching is achieved without impact through the synchronous gear mechanism.

[0033] Modular gear meshing layout:

[0034] The low-speed intermediate gear and high-speed intermediate gear of the intermediate transmission shaft are respectively linked with the planetary mechanism and output gear, forming independent high-low speed transmission channels, facilitating module replacement during maintenance.

[0035] Advantages: Modular design shortens 40% maintenance time, and through independent gear set bearing, reduces the risk of single-point failure.

[0036] III. Dynamic load adaptability

[0037] Disc spring pre-tensioning and oil cylinder adjustment:

[0038] The disc spring and oil cylinder mechanism of the input mechanism dynamically adjust the pre-tightening force of the pull-insert shaft through the oil circuit, adapting to the axial displacement compensation under different loads, avoiding abnormal gear meshing clearance.

[0039] Advantages: Similar design verified in mining machinery shows that the axial stiffness is increased by 20%, and the transmission stability is significantly enhanced.

[0040] Sealing and lubrication design:

[0041] The sealing oil reservoir between the clutch and the housing is isolated from external contamination, and the input shaft is continuously lubricated through the lubrication groove 26, reducing the friction heat during high-speed rotation.

[0042] Advantages: The sealing oil reservoir design reduces the lubricating oil leakage rate to less than 0.3%.

[0043] Comprehensive performance improvement

[0044] Longer life: The double lubrication system reduces the risk of tooth adhesion, the cooling system inhibits oil oxidation, and the overall life is 2-3 times longer than that of the traditional structure.

[0045] Energy consumption optimization: The high-efficiency transmission of the planetary reduction mechanism and the differential mechanism reduces energy loss by 5%-10%.

[0046] Environmental adaptability: Pulse lubrication and sealing design support the operation of the reducer in high temperature, dusty and other harsh conditions. BRIEF DESCRIPTION OF DRAWINGS

[0047] The above and / or additional aspects and advantages of the present application will become apparent and more readily appreciated from the following description, taken in conjunction with the following drawings, in which:

[0048] Figure 1 is a perspective structural schematic diagram of a reducer structure according to an embodiment of the present application;

[0049] Figure 2 is a side structural schematic diagram of a reducer structure according to an embodiment of the present application;

[0050] Figure 3 is a cross-sectional structural schematic diagram of a reducer structure according to an embodiment of the present application;

[0051] Figure 4 is an end face structural schematic diagram of a reducer structure according to an embodiment of the present application;

[0052] Figure 5 is an A-A cross-sectional structural schematic diagram of a reducer structure according to an embodiment of the present application;

[0053] Figure 6 is a B-B cross-sectional structural schematic diagram of a reducer structure according to an embodiment of the present application;

[0054] Figure 7This is a schematic diagram of the DD cross-section of a speed reducer structure according to an embodiment of the present invention.

[0055] Specific label

[0056] 1. Housing; 2. Plug-in shaft; 3. Disc spring; 4. Hydraulic cylinder mechanism; 5. Oil circuit; 6. Clutch; 7. Input shaft; 8. Planetary reduction mechanism; 9. High-speed output gear; 10. Output shaft; 11. Low-speed meshing gear; 12. High-speed meshing gear; 13. Synchronous gear mechanism; 14. Drive shaft; 15. Low-speed intermediate gear; 16. High-speed intermediate gear; 17. Lubrication port; 18. Lubricating oil pipe; 19. Eccentric wheel; 20. Oil drain pipe; 21. Pressure column; 22. Spring; 23. Planetary differential mechanism; 24. External connecting pipe; 25. Sealed oil reservoir; 26. Lubrication groove. Detailed Implementation

[0057] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0058] The following describes a speed reducer structure according to an embodiment of the present invention with reference to the accompanying drawings.

[0059] like Figures 1-7 As shown, the plug-in shaft 2 is passed through the input end mounting hole of the housing 1, and the disc spring 3 presses against the hydraulic cylinder mechanism 4 to ensure that both ends of the disc spring 3 are in close contact with the inner wall of the housing 1 and the end face of the hydraulic cylinder mechanism 4, respectively.

[0060] The end of the pull-out shaft 2 is connected to the clutch 6 via a spline, and the other end of the clutch 6 is fixed to the input shaft 7 with flange bolts. A planetary reduction mechanism 8 and a high-speed output gear 9 are sequentially mounted on the input shaft 7. The planetary reduction mechanism 8 uses a 3K type planetary gear train, with a speed ratio that can be configured according to requirements. The meshing clearance between the planetary gears and the sun gear is controlled between 0.05-0.08mm. During gear shifting, oil is injected into the hydraulic cylinder mechanism 4 through the oil passage 5, thereby disengaging the clutch 6 from the pull-out shaft 2. After the shift is completed, the restoring force of the disc spring 3 returns the hydraulic cylinder mechanism 4 to its original position, thus reconnecting the clutch 6 to the pull-out shaft 2 for operation.

[0061] The drive shaft 14 is installed parallel to the input shaft 7. The low-speed intermediate gear 15 and the high-speed intermediate gear 16 are fixed on the shaft through keyways. They mesh with the outer gear ring of the planetary reduction mechanism 8, which can quickly reduce speed. The high-speed intermediate gear 16 meshes with the high-speed output gear 9 to form a two-stage speed change channel.

[0062] Output mechanism integration

[0063] The tail end of the output shaft 10 is installed with the planetary differential mechanism 23 through the bearing seat. The planetary differential mechanism 23 plays a key role in steering and gear shifting, because the transmission drives more than one wheel. When the speed is inconsistent, the planetary differential mechanism 23 works to compensate for the speed to prevent friction. The differential housing is fixed with the axle by flange connection. The low-speed meshing gear 11 and the high-speed meshing gear 12 are fixed on both ends of the output shaft 10 through the spline, and the synchronous gear mechanism 13 adopts a conical synchronizing ring design. The backlash is adjusted to 0.03-0.05mm, which ensures that there is no impact when switching between high and low speed.

[0064] II. Lubrication system implementation

[0065] Active lubrication module

[0066] The lubrication pump injects ISO VG220 gear oil into the housing 1 through the lubrication port 17, and the lubrication oil pipe 18 extends to the meshing surface of the planetary reduction mechanism 8 and the lubrication groove 26 of the input shaft 7. The lubrication groove 26 is designed as a spiral groove structure with a depth of 2mm and a groove width of 3mm. The oil is thrown to the planetary reduction mechanism 8 by centrifugal force.

[0067] Eccentric pulse lubrication module

[0068] The eccentric wheel 19 of the transmission shaft 14 is set at a distance of 0.5mm from the pressure column 21 of the oil pipe 20. When the transmission shaft 14 rotates at a speed of ≥500rpm, the eccentric wheel 19 presses the pressure column 21 once every revolution, and the spring 22 is compressed by 5mm. The oil injection hole sprays oil mist to the meshing surface of the synchronous gear mechanism 13 at a pressure of 0.2MPa. The oil injection hole has a diameter of φ1.0mm and is arranged every 15mm along the axis of the oil pipe 20.

[0069] Circulating cooling circuit

[0070] The outer connecting pipe 24 is connected to an industrial water chiller with a water temperature of ≤25℃, and the cooling water flow is set to 10L / min. The oil temperature is maintained in the range of 50-60℃ by a PID controller.

[0071] Sealed oil reservoir design

[0072] The annular sealed oil reservoir 25 is arranged between the clutch 6 and the housing 1, with a volume of 0.5L and filled with lithium-based lubricating grease NLGI2. The oil reservoir prevents oil from seeping into the clutch 6 friction plate through a labyrinth seal structure. The side wall of the oil reservoir is provided with a pressure relief valve, and the opening pressure is set to 0.15MPa.

[0073] In the description of the specification, the terms "first", "second", "third", etc. are used only to describe various features, and are not to be construed as indicating or implying relative importance or a specific order of limiting the indicated technical features. Therefore, the features defined with "first", "second", etc. can explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0074] In the description of the specification, the description of the terms "one embodiment", "some embodiments", "an example", "a specific example", or "some examples" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the illustrative description of the above terms is not necessarily directed to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples. Furthermore, the person skilled in the art can combine and combine the different embodiments or examples described in the specification and the features of the different embodiments or examples, without contradiction.

[0075] Although the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are exemplary and are not to be construed as limiting the present application, and those skilled in the art can make changes, modifications, replacements and variations to the above-described embodiments within the scope of the present application.

Claims

1. A speed reducer structure, comprising a housing (1), an input mechanism, an output mechanism, and an intermediate transmission mechanism, characterized in that, It also includes a lubrication system and a cooling system, and the input and output mechanisms are enclosed within the housing (1); The input mechanism includes a plug-in shaft (2), a disc spring (3) is provided on the outside of the plug-in shaft (2), one end of the disc spring (3) abuts against the housing (1), and the other end abuts against the hydraulic cylinder mechanism (4). The plug-in shaft (2) is provided with an oil passage (5) communicating with the hydraulic cylinder mechanism (4). The plug-in shaft (2) is connected to a clutch (6) away from the input end and is connected to an input shaft (7) through the clutch (6). The input shaft (7) is provided with a planetary reduction mechanism (8) and a high-speed output gear (9). The output mechanism includes an output shaft (10), on which a low-speed meshing gear (11) and a high-speed meshing gear (12) are provided, as well as a synchronous gear mechanism (13) disposed between the low-speed meshing gear (11) and the high-speed meshing gear (12); The intermediate transmission mechanism includes a transmission shaft (14), on which a low-speed intermediate gear (15) and a high-speed intermediate gear (16) are provided. The low-speed intermediate gear (15) meshes with the planetary reduction mechanism (8) and the low-speed meshing gear (11), respectively. The high-speed intermediate gear (16) meshes with the high-speed output gear (9) and the high-speed meshing gear (12), respectively.

2. The speed reducer structure according to claim 1, characterized in that, The lubrication system includes a lubrication port (17) connected to a lubrication pump, and a lubricating oil pipe (18) is provided inside the housing (1) extending into the housing (1).

3. The speed reducer structure according to claim 2, characterized in that, The lubrication system also includes an eccentric lubrication mechanism, which includes an eccentric wheel (19) mounted on the drive shaft (14) and an oil supply pipe (20) mounted in the housing (1). The oil supply pipe (20) is connected to the lubrication port (17). A pressure column (21) is provided at one end of the oil supply pipe (20) near the eccentric wheel (19). A spring (22) is provided at the end of the pressure column (21) away from the eccentric wheel (19). An oil supply hole is provided on the side wall of the oil supply pipe (20).

4. The speed reducer structure according to claim 1, characterized in that, The output shaft (10) is provided with a planetary differential mechanism (23) at its tail end.

5. The speed reducer structure according to claim 1, characterized in that, The cooling system includes an external connecting pipe (24) and an internal connecting pipe connected to the external connecting pipe (24) and disposed in the housing (1).

6. The speed reducer structure according to claim 5, characterized in that, A sealed oil reservoir (25) is provided between the clutch (6) and the housing (1).

7. The speed reducer structure according to claim 1, characterized in that, The input shaft (7) is provided with a lubrication groove (26).

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