Speed reducer device and vehicle

Abstract

The embodiment of the utility model discloses a speed reducer device and a vehicle. The speed reducer device comprises a first transmission assembly, and the first transmission assembly comprises a first driving wheel and a first driven wheel which are engaged with each other. An intermediate rotating shaft is further included, external spline teeth are arranged on the periphery of one end of the intermediate rotating shaft, a spline hole matched with the external spline teeth is formed in the first driven wheel, and the first driven wheel is connected with the intermediate rotating shaft through matching of the external spline teeth and the spline hole. The outer spline teeth are oblique teeth, and the inner spline teeth of the spline hole are straight teeth. On the premise of the same tooth width, the matching width between the helical tooth external spline teeth and the internal spline teeth can be increased, so that tooth side interference fit can be formed between the external spline teeth and the internal spline teeth in the spline hole, and the matching tightness between the external spline teeth and the internal spline teeth can be effectively improved; the matching tightness between the middle rotating shaft and the first driven wheel is improved, abnormal sound caused by loose matching between the middle rotating shaft and the first driven wheel can be effectively prevented, and the user experience can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of reducers, in particular to a reducer device and a vehicle. Background Art

[0002] With the continuous development of social economy, cars, as the most commonly used means of transportation for people, are becoming more and more common in people's lives. With the continuous enhancement of people's awareness of environmental protection, new energy vehicles are becoming more and more popular. New energy vehicles refer to vehicles that use motors as power sources. Among them, there is also a reducer device in the vehicle. The reducer device is used to connect the motor and the axle to reduce the output torque of the motor in proportion and transmit it to the axle to drive the vehicle.

[0003] The reducer device generally includes a primary reduction gear assembly and a secondary reduction gear assembly, wherein the primary driven gear in the primary reduction gear assembly and the secondary driving wheel in the secondary reduction gear assembly are connected via an intermediate shaft to transmit the rotational torque of the primary reduction gear assembly to the secondary reduction gear assembly. The intermediate shaft and the primary driven gear are generally connected via a spline, for example, the primary driven gear has an internal spline structure, and the outer periphery of the intermediate shaft has an external spline structure, and the primary driven gear and the intermediate shaft can be connected via the cooperation between the internal spline structure and the external spline structure.

[0004] However, in the above-mentioned spline structure, the fit between the inner spline structure and the outer spline structure is easily loosened and produces abnormal noise, which affects the user experience. Utility Model Content

[0005] In view of this, the utility model provides a reducer device and a vehicle to solve the problem in the existing reducer device that when the intermediate shaft and the first driven wheel are connected through the internal and external splines, the internal and external splines are easily loosened and produce abnormal noise, affecting the user experience.

[0006] In order to achieve the above-mentioned purpose, the technical solution of the embodiment of the present application is implemented as follows:

[0007] In a first aspect, the present application provides a speed reducer device for use in a vehicle, comprising a first transmission assembly, wherein the first transmission assembly comprises a first driving wheel and a first driven wheel meshing with each other;

[0008] The first driving wheel is used to be connected to the driving motor of the vehicle; the first driven wheel is used to be connected to the axle of the vehicle;

[0009] It also includes an intermediate rotating shaft, one end of which is connected to the first driven wheel, and the other end of which is connected to the axle;

[0010] The outer periphery of one end of the intermediate rotating shaft connected to the first driven wheel has external spline teeth, the first driven wheel has a spline hole matched with the external spline teeth, and the first driven wheel and the intermediate rotating shaft are connected through the matching of the external spline teeth and the spline hole;

[0011] The external spline teeth are helical teeth, and the internal spline teeth of the spline hole are straight teeth.

[0012] In the present application, the external spline teeth on the intermediate shaft are made bevel teeth. Under the premise of the same tooth width, the bevel external spline teeth can increase the fitting width with the internal spline teeth, and can form an interference fit on the tooth side between the external spline teeth and the internal spline teeth in the spline hole, which can effectively improve the tightness of the fitting between the external spline teeth and the internal spline teeth, and the tightness of the fitting between the intermediate shaft and the first driven wheel, and can effectively prevent abnormal noise due to loose fitting between the intermediate shaft and the first driven wheel, thereby helping to improve user experience.

[0013] In a possible implementation, a helix angle formed between the external spline teeth and the intermediate shaft is 5′ to 20′.

[0014] In a possible implementation, the helix angle is 8'.

[0015] In a possible implementation, the first driven wheel is a helical gear, and the spiral direction of the external spline teeth is the same as the spiral direction of the first driven wheel.

[0016] In a possible implementation, the device further includes a second transmission assembly, wherein the second transmission assembly includes a second driving wheel and a second driven wheel meshing with each other;

[0017] The second driving wheel is coaxially connected to the first driven wheel, and the second driven wheel is connected to the axle.

[0018] In a possible implementation, the second driving wheel and the intermediate rotating shaft are an integrated structure, and the second driving wheel is coaxially connected to the first driven wheel through the intermediate rotating shaft.

[0019] In a possible implementation, a differential assembly is further included, one end of the differential assembly is connected to the second driven wheel, and the other end of the differential is connected to the axle.

[0020] In one possible implementation, the first driving wheel is coaxially connected to a rotating shaft of a driving motor of the vehicle.

[0021] In one possible implementation, the reducer device is a two-stage reducer, and the first transmission assembly forms a primary reduction, and the second transmission assembly forms a secondary reduction.

[0022] A second aspect of the present application provides a vehicle, comprising a drive motor and any of the above-mentioned reducer devices;

[0023] The first driving wheel in the reducer device is connected to the rotating shaft of the driving motor. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0025] Figure 1 A schematic diagram of the structure of a reducer provided in an embodiment of the present application;

[0026] Figure 2 A schematic diagram of the structure of an intermediate rotating shaft provided in an embodiment of the present application;

[0027] Figure 3 A schematic diagram of the structure of the cooperation between an intermediate rotating shaft and a first driven wheel provided in an embodiment of the present application;

[0028] Figure 4 A front view of an intermediate rotating shaft provided in an embodiment of the present application;

[0029] Figure 5 for Figure 4 Enlarged view of area A in the middle;

[0030] Figure 6 A schematic diagram of the helix angle provided in the embodiment of the present application;

[0031] Figure 7 A force analysis diagram of the first driven wheel provided in an embodiment of the present application;

[0032] Figure 8 A schematic diagram of the spiral direction of an external spline tooth provided in an embodiment of the present application;

[0033] Fig. 9 A force analysis diagram of an external spline tooth exerted on a first driven wheel provided in an embodiment of the present application.

[0034] Description of reference numerals:

[0035] 100-reducer device;

[0036] 110- first transmission assembly;

[0037] 111- first driving wheel;

[0038] 112- first driven wheel;

[0039] 120-intermediate rotating shaft;

[0040] 121-external spline teeth;

[0041] 130- second transmission assembly;

[0042] 131- second driving wheel;

[0043] 132- second driven wheel;

[0044] 140-Differential assembly. DETAILED DESCRIPTION

[0045] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the specific technical solution of the present application will be further described in detail below in conjunction with the drawings in the embodiments of the present application. The following embodiments are used to illustrate the present application, but are not used to limit the scope of the present application.

[0046] The embodiment of the present application provides a reducer device and a vehicle including the reducer device, wherein the vehicle may be a car, a bus, or a truck. For example, the vehicle may be any one of an electric vehicle / electric vehicle (Electric Vehicle; referred to as EV), a pure electric vehicle (Pure Electric Vehicle / Battery Electric Vehicle; referred to as PEV / BEV), a hybrid electric vehicle (Hybrid Electric Vehicle; referred to as HEV), a range extended electric vehicle (Range Extended Electric Vehicle; referred to as REEV), a plug-in hybrid electric vehicle (Plug-in Hybrid Electric Vehicle; referred to as PHEV), a new energy vehicle (New Energy Vehicle), and a fuel vehicle.

[0047] The vehicle may include a vehicle chassis, a frame, a door, etc. The frame may be mounted on the vehicle chassis, and the door may be mounted on the frame. The vehicle chassis, the frame, and the door may be arranged together to form a passenger compartment, and the passenger compartment may have a main driver's seat, a co-driver's seat, and a rear seat, and the driver may sit in the main driver's seat to drive the vehicle.

[0048] The vehicle may also include a drive motor and a reducer device, one end of the reducer device may be connected to the output shaft of the drive motor, and the other end may be connected to the axle. The drive motor may input a torque of a certain speed to the reducer device, and the reducer device may reduce the torque input by the drive motor and transmit it to the axle to drive the axle to rotate, thereby causing the axle to drive the wheels to rotate, so as to realize the driving of the vehicle.

[0049] As described in the above background technology, the reducer device includes a primary reduction gear assembly and a secondary reduction gear assembly, wherein the primary driven gear in the primary reduction gear assembly and the secondary driving wheel in the secondary reduction gear assembly are connected via an intermediate shaft to transmit the rotational torque of the primary reduction gear assembly to the secondary reduction gear assembly. The intermediate shaft and the primary driven gear are usually connected via a spline, for example, the primary driven gear has an internal spline structure, and the outer periphery of the intermediate shaft has an external spline structure, and the primary driven gear and the intermediate shaft can be connected via the cooperation between the internal spline structure and the external spline structure.

[0050] However, in the above-mentioned spline structure, the fit between the inner spline structure and the outer spline structure is loose, thereby generating abnormal noise and affecting the user experience.

[0051] In the related art, in order to increase the tightness of the fit between the internal spline structure and the external spline structure, an interference fit is usually adopted between the internal and external spline structures. When the torque increases, a larger interference fit is used to ensure the assembly between the internal and external splines. This will cause greater damage to the tooth top of the external spline and the tooth root of the internal spline, which will affect the service life of the spline.

[0052] Based on the above problems, an embodiment of the present application provides a reducer device, by making the external spline teeth on the intermediate shaft be helical teeth. Under the premise of the same tooth width, the helical external spline teeth can increase the fitting width with the internal spline teeth, and can form an interference fit on the tooth side between the external spline teeth and the internal spline teeth in the spline hole, which can effectively improve the tightness of the fitting between the external spline teeth and the internal spline teeth, and the tightness of the fitting between the intermediate rotating shaft and the first driven wheel, and can effectively prevent abnormal noise between the intermediate rotating shaft and the first driven wheel due to loose fitting, which helps to improve user experience.

[0053] The reducer device provided in the embodiment of the present application is described in detail below with reference to the accompanying drawings.

[0054] Figure 1 A schematic diagram of the structure of a reducer provided in an embodiment of the present application, Figure 2 A schematic diagram of the structure of an intermediate rotating shaft provided in an embodiment of the present application is shown in FIG. Figure 3 A schematic diagram of the structure of an intermediate rotating shaft and a first driven wheel in cooperation with each other provided in an embodiment of the present application.

[0055] The present application embodiment provides a reducer device 100, see Figure 1 As shown, the reducer device 100 may include a first transmission assembly 110, and the first transmission assembly 110 may include a first driving wheel 111 and a first driven wheel 112 that mesh with each other, the first driving wheel 111 may be connected to the output shaft of the driving motor of the vehicle, and the first driven wheel 112 may be connected to the axle of the vehicle. The driving motor may drive the first driving wheel 111 to rotate, and the first driven wheel 112 may be driven to rotate during the rotation of the first driving wheel 111. During the rotation of the first driven wheel, force may be transmitted to the axle to rotate the axle, thereby driving the vehicle to travel.

[0056] The reducer device 100 may further include an intermediate shaft 120, one end of which may be connected to the first driven wheel 112, and the other end of which may be connected to the axle. The first driven wheel 112 may transmit force to the axle through the intermediate shaft 120. Figure 2 and Figure 3 As shown, the outer periphery of one end of the intermediate rotating shaft 120 connected to the first driven wheel 112 may have external spline teeth 121, and the first driven wheel 112 may have a spline hole that matches the external spline teeth 121. For example, the spline hole may have internal spline teeth, and the first driven wheel 112 and the intermediate rotating shaft 120 may be connected through the matching of the external spline teeth 121 and the spline hole.

[0057] Among them, the external spline teeth 121 on the intermediate shaft can be helical teeth. Under the premise of the same tooth width, the helical external spline teeth 121 can increase the matching width with the internal spline teeth, and can form an interference fit on the tooth side between the external spline teeth 121 and the internal spline teeth in the spline hole, which can effectively improve the tightness of the fit between the external spline teeth 121 and the internal spline teeth, and improve the tightness of the fit between the intermediate rotating shaft 120 and the first driven wheel 112, which can effectively prevent the intermediate rotating shaft 120 and the first driven wheel 112 from generating abnormal noise due to loose fit, and help to improve user experience.

[0058] Moreover, compared with the tooth top interference method in the related art, the embodiment of the present application adopts the tooth side interference fit, so there is no need to adopt the tooth top interference fit between the inner and outer splines, which can reduce or avoid damage to the tooth top of the external spline teeth 121 and the tooth root of the internal spline teeth, which is beneficial to improve the service life of the spline. In addition, compared with the tooth top interference, the tooth side interference requires less axial pressing force during the spline assembly process, which can reduce the assembly cost.

[0059] Figure 4 This is a front view of an intermediate rotating shaft provided in an embodiment of the present application. Figure 5 for Figure 4 A magnified view of area A in the middle. Figure 6A schematic diagram of the helix angle provided in an embodiment of the present application.

[0060] See also Figure 4 and Figure 5 As shown, in the embodiment of the present application, the helix angle formed between the external spline and the intermediate shaft 120 may be β, and the value range of β may be 5′ to 20′, wherein, see Figure 6 As shown, the helix angle refers to the difference between the tangent line of the helix formed by the spline teeth along the axis of the intermediate shaft 120 and the generatrix (i.e. Figure 6 The angle formed by the dotted line O in the figure. For ease of understanding, Figure 6 The helix angle is magnified in the figure to explain the definition of the helix angle of the external spline teeth 121. By making the helix angle adopt the above value range, it is possible to prevent the external spline teeth 121 from loosening with the spline hole due to a too small helix angle, and it is also possible to prevent the gap between the external spline and the internal spline due to a too large helix angle, so that the external spline teeth 121 and the spline hole can fit more closely, thereby effectively improving the firmness and tightness of the connection between the intermediate shaft 120 and the first driven wheel 112.

[0061] For example, the helix angle β can be 8′, which can make the external spline teeth 121 and the internal spline teeth fit better, further improve the tightness of the fit between the external spline teeth 121 and the internal spline teeth, effectively avoid abnormal noise between the intermediate shaft and the first driven wheel 112, and improve the firmness and reliability of the connection between the intermediate shaft 120 and the first driven wheel 112.

[0062] Figure 7 A force analysis diagram of a first driving wheel exerting force on a first driven wheel provided in an embodiment of the present application, Figure 8 A force analysis diagram of a first driven wheel applied to an external spline tooth provided in an embodiment of the present application, Fig. 9 A force analysis diagram of an external spline tooth exerted on a first driven wheel provided in an embodiment of the present application.

[0063] See also Figure 7 and Figure 8 As shown, in the embodiment of the present application, the first driven wheel 112 may be a helical gear, and the spiral direction of the external spline teeth 121 on the intermediate shaft 120 may be the same as the spiral direction of the first driven wheel 112. For example, when the spiral direction of the first driven wheel 112 is right-handed, the spiral direction of the external spline teeth 121 on the intermediate shaft 120 may also be right-handed. On the contrary, when the spiral direction of the first driven wheel 112 is left-handed, the spiral direction of the external spline teeth 121 on the intermediate shaft 120 may be left-handed. For example, in the embodiment of the present application, the spiral directions of the first driven wheel 112 and the external spline teeth 121 may both be left-handed.

[0064] This can balance the force on the first driven wheel 112, for example, see Figure 7 As shown, Figure 7 Taking the rotation direction indicated by the middle arrow as an example, the force exerted by the first driving wheel 111 on the first driven wheel 112 can be decomposed into two directions, one of which is along the circumference of the first driven wheel 112. Figure 7 The force F2 in the first driven wheel 112 can drive the first driven wheel 112 to rotate, and the other force F2 can drive the first driven wheel 112 to rotate. Figure 7 The force component F1 is along the axial direction of the first driven wheel 112 and toward the direction where the first driven wheel 112 is away from the second driving wheel 131. The force component F1 will drive the first driven wheel 112 to disengage from the intermediate shaft 120, affecting the reliability of the connection between the first driven wheel 112 and the intermediate shaft 120.

[0065] See also Figure 8 As shown, the first driven wheel 112 can generate a force on the external spline teeth 121 on the intermediate shaft 120 during rotation. According to the spiral direction of the external spline teeth 121, it can be concluded that the force can be decomposed into an axial component F3 and a circumferential component F4, wherein the component F4 can drive the intermediate shaft 120 to rotate, and the direction of the component F3 is the same as that of the component F1.

[0066] Accordingly, combined Fig. 9 As shown, while the first driven wheel 112 generates an action force on the intermediate shaft 120, according to Newton's third law of action and reaction force, the external spline teeth 121 on the intermediate shaft 120 also generate a reaction force on the first driven wheel 112. The reaction force can be Fig. 9 As shown in , it is decomposed into an axial force component F5 and a circumferential force component F6, and the force component F5 is equal to the force component F3 in magnitude and opposite in direction. The force component F6 is equal to the force component F4 in magnitude and opposite in direction. That is, the force component F5 on the first driven wheel 112 in the axial direction is opposite to the force component F1, and the two forces in opposite directions can offset each other to reduce the axial force on the first driven wheel 112, thereby effectively reducing or preventing the first driven wheel 112 from coming off the intermediate shaft 120, and effectively improving the firmness and reliability of the connection between the first driven wheel 112 and the intermediate shaft 120.

[0067] Continue to see Figure 1As shown, the reducer device 100 may further include a second transmission assembly 130, and the second transmission assembly 130 may include a second driving wheel 131 and a second driven wheel 132 that mesh with each other, the second driving wheel 131 may be coaxially connected to the first driven wheel 112, and the second driven wheel 132 may be connected to the axle. During the rotation of the first driven wheel 112, the second driving wheel 131 may be driven to rotate at the same speed, and during the rotation of the second driving wheel 131, the second driven wheel 132 may be driven to rotate, so that the second driven wheel 132 drives the axle to rotate to drive the vehicle to travel.

[0068] The reducer device 100 may be a two-stage reducer, wherein the first transmission component 130 may form a first-stage reduction and the second transmission component 130 may form a second-stage reduction. The input speed of the drive motor may be reduced by the second-stage reduction so that the axle may rotate at a set speed.

[0069] For example, see Figure 2 As shown, in the embodiment of the present application, the second driving wheel 131 can be an integrated structure with the intermediate shaft, and the second driving wheel 131 can be coaxially connected to the first driven wheel 112 through the intermediate rotating shaft 120. For example, the second driving wheel 131 can be located at the end of the intermediate rotating shaft 120 opposite to the external spline teeth 121, so that when the intermediate rotating shaft 120 is connected to the first driven wheel 112 through the spline fit, the intermediate rotating shaft 120 can drive the second driving wheel 131 to rotate during the process of the first driven wheel 112 driving the intermediate rotating shaft 120 to rotate, and the rotation speed of the second driving wheel 131 is the same as the rotation speed of the first driven wheel 112.

[0070] Continue to see Figure 1 As shown, the reducer may further include a differential assembly 140, one end of which may be connected to the second driven wheel 132, and the other end of which may be connected to the axle. For example, the differential may include a differential housing and a bevel gear assembly disposed in the differential housing, the differential housing may be connected to the second driven wheel 132, the output end of the bevel gear assembly in the differential housing may be connected to the axle, the second driven wheel 132 may drive the differential housing to rotate during rotation, the differential housing may drive the bevel gear assembly to operate during rotation, and thus the bevel gear may drive the axle to rotate.

[0071] In the embodiments of the present application, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the embodiments of the present application, unless otherwise specified, "multiple" means two or more.

[0072] In addition, in the embodiments of the present application, directional terms such as "up", "down", "left" and "right" are defined relative to the orientation of the components in the drawings. It should be understood that these directional terms are relative concepts. They are used for relative description and clarification, and they may change accordingly according to the changes in the orientation of the components in the drawings.

[0073] In the embodiments of the present application, unless otherwise clearly specified and limited, the term "connection" should be understood in a broad sense. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0074] In the embodiments of the present application, the terms "include", "comprises" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also includes other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

[0075] In the embodiments of the present application, words such as "exemplary" or "for example" are used to indicate examples, illustrations or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of the present application should not be interpreted as being more preferred or more advantageous than other embodiments or designs. Specifically, the use of words such as "exemplary" or "for example" is intended to present related concepts in a specific way.

[0076] The serial numbers of the embodiments of the present application are only for description and do not represent the advantages and disadvantages of the embodiments. The above are only preferred embodiments of the present application, and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made by using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A reducer device, used in a vehicle, characterized in that: It includes a first transmission assembly, wherein the first transmission assembly includes a first driving wheel and a first driven wheel meshing with each other; The first driving wheel is used to be connected to the driving motor of the vehicle, and the first driven wheel is used to be connected to the axle of the vehicle; It also includes an intermediate rotating shaft, one end of which is connected to the first driven wheel, and the other end of which is connected to the axle; The outer periphery of one end of the intermediate rotating shaft connected to the first driven wheel has external spline teeth, the first driven wheel has a spline hole matched with the external spline teeth, and the first driven wheel and the intermediate rotating shaft are connected through the matching of the external spline teeth and the spline hole; The external spline teeth are helical teeth, and the internal spline teeth of the spline hole are straight teeth.

2. The reducer device according to claim 1, characterized in that: The helix angle formed between the external spline teeth and the intermediate shaft is 5′ to 20′.

3. The reducer device according to claim 2, characterized in that: The helix angle is 8'.

4. The reducer device according to any one of claims 1 to 3, characterized in that: The first driven wheel is a helical gear, and the spiral direction of the external spline teeth is the same as the spiral direction of the first driven wheel.

5. The reducer device according to any one of claims 1 to 3, characterized in that: Also included is a second transmission assembly, the second transmission assembly including a second driving wheel and a second driven wheel meshing with each other; The second driving wheel is coaxially connected to the first driven wheel, and the second driven wheel is connected to the axle.

6. The reducer device according to claim 5, characterized in that: The second driving wheel and the intermediate rotating shaft are an integrated structure, and the second driving wheel is coaxially connected to the first driven wheel through the intermediate rotating shaft.

7. The reducer device according to claim 6, characterized in that: It also includes a differential assembly, one end of which is connected to the second driven wheel, and the other end of which is connected to the axle.

8. The reducer device according to any one of claims 1 to 3, characterized in that: The first driving wheel is coaxially connected to the motor shaft of the vehicle.

9. The reducer device according to claim 6 or 7, characterized in that: The reducer device is a two-stage reducer, and the first transmission component forms a primary reduction, and the second transmission component forms a secondary reduction.

10. A vehicle, characterized in that: It comprises a driving motor and a reducer device as claimed in any one of claims 1 to 9; The first driving wheel in the reducer device is connected to the rotating shaft of the driving motor.

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