Speed control system
By designing separate high-speed and low-speed oil chambers in the variable speed system, using appropriate lubricating oil at different speeds, combined with the cooling system, the problem of high-speed motor oil seal wear and lubricating oil selection is solved, and better lubricating effect is achieved and Transmission reliability.
Patent Information
- Application Number
- CN202420679874.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-04-03
- Publication Date
- 2025-01-14
- Estimated Expiration
- 2034-04-03
AI Technical Summary
The oil seal of high-speed motors is prone to wear or damage at high speeds, and the existing lubricating oil cannot meet the needs of different speeds, resulting in increased mechanical wear and shortened service life, and may even cause accidents.
A speed change system is designed, including a high-speed oil chamber and a low-speed oil chamber separated from each other. The high-speed oil chamber is arranged on the outer periphery of the input gear pair, and the low-speed oil chamber is arranged on the outer periphery of the variable gear pair. It uses high-flow and high-viscosity lubricating oil to operate at high speed. When an oil film is formed, the low viscosity and high adhesion lubricating oil ensures lubrication during low speed operation, and a cooling system is provided in the high-speed oil cavity to reduce the oil temperature.
Effectively meet the lubrication needs at different speeds, reduce friction and wear, improve the reliability and service life of the gearbox, and reduce the failure rate with independent oil chamber design.
Smart Images
Figure CN222351398U_ABST
Abstract
Description
Technical Field
[0001] The utility model belongs to the technical field of lubricating oil chambers of vehicle speed change systems, and in particular relates to a speed change system. Background Art
[0002] With the continuous advancement of technology and the increase in performance requirements, the motor speed of new energy vehicles is also increasing. The design of high-speed motors helps to improve the efficiency of the motor and the entire vehicle system, thereby increasing the driving range. In addition, high-speed motors can provide higher power and torque, thereby improving the vehicle's dynamic performance and acceleration performance. However, the increase in motor speed also brings some technical challenges and limitations. For example, high speeds will lead to higher heat generation and faster wear, so better cooling and lubrication systems are needed to maintain the normal operation and service life of the motor.
[0003] As the motor speed increases, the requirements for oil seals also increase accordingly. If the speed of the oil seal is too high, it may exceed the design capacity of the oil seal, causing premature wear or damage to the oil seal. The centrifugal force at high speed will produce greater stress on the oil seal, increasing the risk of wear and tear of the oil seal. At the same time, high temperature and high-speed rotation may also cause thermal degradation or chemical corrosion of the oil seal material, thereby affecting the performance and life of the oil seal. In addition, the structure of high-speed oil seals is usually more complex and requires more processing and production processes, which also increases its manufacturing cost. When the motor speed reaches 16,000 rpm, there is currently no ready-made oil seal on the market that is directly suitable for this speed.
[0004] In order to solve the problem that existing oil seal technology cannot meet the sealing requirements of these high-speed motors, some users choose to use a gear reduction system. However, this brings new problems. The requirements for lubricants are very different at high and low speeds. For high-speed machinery, a lubricant with a higher viscosity is required, which can form a sufficient oil film to avoid direct metal-to-metal contact, thereby reducing friction and wear. On the other hand, low-speed machinery can choose a lubricant with a lower viscosity because they generate relatively less heat and friction. If the wrong lubricant is used, it may cause increased mechanical wear, shortened life, and even cause serious accidents.
[0005] How to meet the sealing and deceleration requirements while selecting the appropriate lubricant according to different speeds has become a major challenge in the current development of motor technology. Utility Model Content
[0006] In order to solve the defects and shortcomings in the prior art, the utility model provides a speed change system.
[0007] The technical solution provided by the utility model is as follows:
[0008] A speed change system, comprising a gearbox body, wherein a lubricating oil chamber is formed inside the gearbox body, and characterized in that the lubricating oil chamber comprises a high-speed oil chamber and a low-speed oil chamber separated from each other, wherein the high-speed oil chamber is arranged on the outer periphery of an input gear pair, and the low-speed oil chamber is arranged on the outer periphery of a speed change gear pair.
[0009] As a further preferred embodiment of the utility model, it also includes a motor oil chamber, which is arranged on the outer periphery of the motor and is connected to the inside of the high-speed oil chamber.
[0010] As a further preferred embodiment of the present utility model, the motor oil chamber and the high-speed oil chamber are connected and are not provided with an oil seal, and an oil seal is provided between the high-speed oil chamber and the low-speed oil chamber.
[0011] As a further preferred embodiment of the present utility model, the high-speed oil chamber is streamlined; the capacity of the low-speed oil chamber is greater than the capacity of the high-speed oil chamber.
[0012] As a further preferred embodiment of the present invention, the fluidity and viscosity index of the lubricating oil inside the high-speed oil chamber are higher than the fluidity and viscosity index of the lubricating oil inside the low-speed oil chamber; the adhesion of the lubricating oil inside the low-speed oil chamber is higher than the adhesion of the lubricating oil inside the high-speed oil chamber.
[0013] As a further preferred embodiment of the present invention, a cooling system is also provided inside the high-speed oil chamber.
[0014] As a further preferred embodiment of the present utility model, the speed change system is at least applicable to a single-motor single-input single-reduction speed change system, a dual-motor dual-input single-reduction speed change system and a dual-motor dual-input dual-reduction speed change system.
[0015] As a further preferred embodiment of the present utility model, when the speed change system adopts a single motor single input single reduction speed change system,
[0016] The first motor is connected to the first input gear pair via the first motor output shaft, and the first input gear pair is connected to the speed change gear pair via the first intermediate shaft;
[0017] The high-speed oil chamber is arranged on the outer periphery of the first input gear pair, the low-speed oil chamber is arranged on the outer periphery of the speed change gear pair, and the motor oil chamber is arranged on the outer periphery of the first motor;
[0018] The oil seal is disposed between the high-speed oil chamber and the low-speed oil chamber and is located on the outer periphery of the first intermediate shaft.
[0019] As a further preferred embodiment of the present utility model, when the speed change system adopts a dual-motor dual-input single-reduction speed change system,
[0020] The first motor is connected to the first input gear pair via the first motor output shaft, the second motor is connected to the first input gear pair via the second motor output shaft, and the first input gear pair is connected to the speed change gear pair via the first intermediate shaft;
[0021] The high-speed oil chamber is arranged on the outer periphery of the first input gear pair, the low-speed oil chamber is arranged on the outer periphery of the speed change gear pair, and the motor oil chamber is arranged on the outer periphery of the first motor and the second motor;
[0022] The oil seal is disposed between the high-speed oil chamber and the low-speed oil chamber and is located on the outer periphery of the first intermediate shaft.
[0023] As a further preferred embodiment of the present utility model, when the speed change system adopts a dual-motor dual-input dual-reduction speed change system,
[0024] The first motor is connected to the first input gear pair via the first motor output shaft, and the first input gear pair is connected to the speed change gear pair via the first intermediate shaft;
[0025] The second motor is connected to the second input gear pair via the second motor output shaft, and the second input gear pair is connected to the speed change gear pair via the second intermediate shaft;
[0026] The high-speed oil chamber is arranged on the outer periphery of the first input gear pair and the second input gear pair, the low-speed oil chamber is arranged on the outer periphery of the speed change gear pair, and the motor oil chamber is arranged on the outer periphery of the first motor and the second motor;
[0027] The oil seal is disposed between the high-speed oil chamber and the low-speed oil chamber and is located at the outer periphery of the first intermediate shaft and the second intermediate shaft respectively.
[0028] Compared with the prior art, the beneficial effects achieved by the utility model include:
[0029] 1) The utility model provides a speed change system that can better meet the lubrication requirements of the gearbox at different speeds. When running at high speed, the high-speed oil chamber can provide sufficient lubricating oil to form a good oil film and reduce friction and wear; while when running at low speed, the low-speed oil chamber can ensure the supply of lubricating oil and ensure the smooth operation of the gearbox.
[0030] 2) The utility model provides a speed change system, and the two independent oil chambers can reduce the temperature of the lubricating oil and maintain its stable performance. When running at high speed, the lubricating oil will generate a lot of heat. The cooling system of the high-speed oil chamber can effectively reduce the oil temperature and prevent the oil temperature from being too high, which will cause the lubrication performance to decrease.
[0031] 3) The utility model provides a speed change system, which helps to improve the reliability of the gearbox. Since the two oil chambers work independently, if one of the oil chambers fails, the other oil chamber can still continue to provide lubrication, thereby reducing the failure rate caused by lubrication problems. BRIEF DESCRIPTION OF THE DRAWINGS
[0032] Figure 1 This is a schematic structural diagram of the first embodiment provided by the utility model.
[0033] Figure 2 This is a schematic structural diagram of the second embodiment provided by the utility model.
[0034] Figure 3 This is a schematic structural diagram of the third embodiment provided by the utility model. DETAILED DESCRIPTION
[0035] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.
[0036] In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", "front end", "rear end", "two ends", "one end", "the other end" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as a limitation on the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.
[0037] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "provided with", "connected", etc. should be understood in a broad sense. For example, "connected" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.
[0038] like Figure 1As shown, a transmission system provided by the utility model includes a transmission case 1, and a lubricating oil chamber is formed inside the transmission case 1. The lubricating oil chamber in this scheme includes a high-speed oil chamber 11 and a low-speed oil chamber 12 separated from each other, wherein the high-speed oil chamber 11 is arranged on the periphery of the input gear pair, and the low-speed oil chamber 12 is arranged on the periphery of the transmission gear pair.
[0039] In this solution, the high-speed oil chamber 11 is streamlined to reduce the oil flow resistance, while the capacity of the low-speed oil chamber 12 is greater than that of the high-speed oil chamber 11. The low-speed oil chamber 12 adopts a large-capacity design to ensure sufficient oil storage capacity.
[0040] Furthermore, the fluidity and viscosity index of the lubricating oil in the high-speed oil chamber 11 are higher than those of the lubricating oil in the low-speed oil chamber 12. A lubricating oil with good fluidity and high viscosity index is selected to ensure that the high-speed oil chamber 11 can maintain a stable lubrication effect when running at high speed; the adhesion of the lubricating oil in the low-speed oil chamber 12 is higher than that of the lubricating oil in the high-speed oil chamber 11. A lubricating oil with good adhesion and low viscosity index is selected to ensure that the low-speed oil chamber 12 can maintain effective lubrication between the various components of the gearbox when running at low speed.
[0041] Preferably, a cooling system is also provided inside the high-speed oil chamber 11 to reduce friction, lower wear and achieve cooling while achieving lubrication inside the high-speed oil chamber 11 .
[0042] like Figure 1 As shown, it also includes a motor oil chamber 13 , which is arranged on the outer periphery of the motor and is communicated with the inside of the high-speed oil chamber 11 .
[0043] The high-speed oil chamber 11 is located in the high-speed rotating part of the gearbox, that is, located on the outer periphery of the input gear pair IG1. The high-speed oil 11 is connected to the first motor EM1, and no oil seal 14 is required. The input gear pair IG1 and other speed reduction devices are located in the high-speed oil chamber 11 and are connected to the output shaft S1 of the first motor. When the gearbox is running at high speed, the lubricating oil in the high-speed oil chamber 11 flows rapidly under pressure and covers the surface of the high-speed rotating parts of the gearbox to form an oil film, reduce friction, reduce wear, and play a cooling role at the same time.
[0044] The low-speed oil chamber 12 is located at the low-speed rotating part of the gearbox, that is, at the periphery of the speed gear pair BG1, and the speed change system including the speed gear pair BG1 is located in the low-speed oil chamber 12. The output speed of the first motor EM1 running at high speed is transmitted to the speed change system of the low-speed oil chamber 12 through the oil seal 14 device after being decelerated in the high-speed oil chamber 11. The lubricating oil in the low-speed oil chamber 12 is continuously supplied to the surface of the low-speed rotating parts of the gearbox under the action of gravity and the viscosity of the lubricating oil to maintain the lubrication state.
[0045] During high-speed operation, sufficient lubricating oil is provided through the high-speed oil chamber 11 to form a good oil film and reduce friction and wear; during low-speed operation, the supply of lubricating oil is ensured through the low-speed oil chamber 12 to ensure smooth operation of the gearbox; at the same time, during high-speed operation, the lubricating oil will generate a lot of heat. The cooling system inside the high-speed oil chamber 11 can effectively reduce the oil temperature to prevent the oil temperature from being too high and causing the lubrication performance to decrease; in addition, since the two oil chambers work independently, if one of the oil chambers fails, the other oil chamber can continue to provide lubrication, thereby reducing the failure rate caused by lubrication problems.
[0046] The speed change system provided by the utility model is suitable for various occasions that require frequent speed change or bear heavy loads, such as mining truck gearboxes, engineering machinery vehicle gearboxes, etc. It can improve the transmission efficiency of these equipment, extend their service life, and reduce maintenance costs.
[0047] Specifically, the speed change system mentioned in the present utility model is at least applicable to a single-motor single-input single-reduction speed change system, a dual-motor dual-input single-reduction speed change system, and a dual-motor dual-input dual-reduction speed change system.
[0048] [First embodiment]
[0049] like Figure 1 The first embodiment of the utility model is shown. In this embodiment, the speed change system adopts a single-motor single-input single-reduction speed change system. In this embodiment,
[0050] The first motor EM1 is connected to the first input gear pair IG1 via the first motor output shaft S1, and the first input gear pair IG1 is connected to the speed gear pair BG1 via the first intermediate shaft SZ1;
[0051] The high-speed oil chamber 11 is arranged on the outer periphery of the first input gear pair IG1, the low-speed oil chamber 12 is arranged on the outer periphery of the speed change gear pair BG1, and the motor oil chamber 13 is arranged on the outer periphery of the first motor EM1;
[0052] The oil seal 14 is disposed between the high-speed oil chamber 11 and the low-speed oil chamber 12 and is located on the outer periphery of the first intermediate shaft SZ1 .
[0053] [Second embodiment]
[0054] like Figure 2 The second embodiment of the utility model is shown. In this embodiment, the speed change system uses a dual-motor dual-input single-reduction speed change system. In this embodiment,
[0055] The first motor EM1 is connected to the first input gear pair IG1 via the first motor output shaft S1, the second motor EM2 is connected to the first input gear pair IG1 via the second motor output shaft S2, and the first input gear pair IG1 is connected to the speed gear pair BG1 via the first intermediate shaft SZ1;
[0056] The high-speed oil chamber 11 is arranged on the outer periphery of the first input gear pair IG1, the low-speed oil chamber 12 is arranged on the outer periphery of the speed change gear pair BG1, and the motor oil chamber 13 is arranged on the outer periphery of the first motor EM1 and the second motor EM2;
[0057] The oil seal 14 is disposed between the high-speed oil chamber 11 and the low-speed oil chamber 12 and is located on the outer periphery of the first intermediate shaft SZ1 .
[0058] [Third embodiment]
[0059] like Figure 3 The third embodiment of the utility model is shown. In this embodiment, the speed change system adopts a dual-motor dual-input dual-reduction speed change system. In this embodiment,
[0060] The first motor EM1 is connected to the first input gear pair IG1 via the first motor output shaft S1, and the first input gear pair IG1 is connected to the speed gear pair BG1 via the first intermediate shaft SZ1;
[0061] The second motor EM2 is connected to the second input gear pair IG2 via the second motor output shaft S2, and the second input gear pair IG2 is connected to the speed gear pair BG1 via the second intermediate shaft SZ2;
[0062] The high-speed oil chamber 11 is arranged on the outer periphery of the first input gear pair IG1 and the second input gear pair IG2, the low-speed oil chamber 12 is arranged on the outer periphery of the speed change gear pair BG1, and the motor oil chamber 13 is arranged on the outer periphery of the first motor EM1 and the second motor EM2;
[0063] The oil seal 14 is disposed between the high-speed oil chamber 11 and the low-speed oil chamber 12 and is located at the outer circumference of the first intermediate shaft SZ1 and the second intermediate shaft SZ2 .
[0064] It is obvious to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, the embodiments should be regarded as exemplary and non-restrictive from any point of view, and the scope of the present invention is defined by the appended claims rather than the above description, and it is intended that all changes falling within the meaning and scope of the equivalent elements of the claims be included in the present invention. Any reference numeral in a claim should not be regarded as limiting the claim to which it relates.
Claims
1. A transmission system, comprising a transmission case (1), wherein a lubricating oil chamber is formed inside the transmission case (1), and characterized in that: The lubricating oil chamber comprises a high-speed oil chamber (11) and a low-speed oil chamber (12) which are separated from each other, wherein the high-speed oil chamber (11) is arranged on the outer periphery of the input gear pair, and the low-speed oil chamber (12) is arranged on the outer periphery of the speed change gear pair; It also includes a motor oil chamber (13), the motor oil chamber (13) being arranged on the outer periphery of the motor and being in communication with the interior of the high-speed oil chamber (11).
2. A speed change system according to claim 1, characterized in that: The motor oil chamber (13) and the high-speed oil chamber (11) are connected and are not provided with an oil seal (14), while an oil seal (14) is provided between the high-speed oil chamber (11) and the low-speed oil chamber (12).
3. A speed change system according to claim 1, characterized in that: The high-speed oil chamber (11) is configured to be streamlined; and the capacity of the low-speed oil chamber (12) is greater than the capacity of the high-speed oil chamber (11).
4. A speed change system according to claim 1, characterized in that: The fluidity and viscosity index of the lubricating oil inside the high-speed oil chamber (11) are higher than the fluidity and viscosity index of the lubricating oil inside the low-speed oil chamber (12); and the adhesion of the lubricating oil inside the low-speed oil chamber (12) is higher than the adhesion of the lubricating oil inside the high-speed oil chamber (11).
5. A speed change system according to claim 1, characterized in that: A cooling system is also provided inside the high-speed oil chamber (11).
6. A speed change system according to claim 2, characterized in that: The speed change system is at least applicable to a single-motor single-input single-reduction speed change system, a dual-motor dual-input single-reduction speed change system, and a dual-motor dual-input dual-reduction speed change system.
7. A speed change system according to claim 6, characterized in that: When the speed change system adopts a single motor single input single reduction speed change system, The first motor (EM1) is connected to the first input gear pair (IG1) via the first motor output shaft (S1), and the first input gear pair (IG1) is connected to the speed change gear pair (BG1) via the first intermediate shaft (SZ1); The high-speed oil chamber (11) is arranged on the outer periphery of the first input gear pair (IG1), the low-speed oil chamber (12) is arranged on the outer periphery of the speed change gear pair (BG1), and the motor oil chamber (13) is arranged on the outer periphery of the first motor (EM1); The oil seal (14) is arranged between the high-speed oil chamber (11) and the low-speed oil chamber (12) and is located on the outer periphery of the first intermediate shaft (SZ1).
8. A speed change system according to claim 6, characterized in that: When the speed change system adopts a dual-motor dual-input single-reduction speed change system, The first motor (EM1) is connected to the first input gear pair (IG1) via the first motor output shaft (S1), the second motor (EM2) is connected to the first input gear pair (IG1) via the second motor output shaft (S2), and the first input gear pair (IG1) is connected to the speed change gear pair (BG1) via the first intermediate shaft (SZ1); The high-speed oil chamber (11) is arranged on the outer periphery of the first input gear pair (IG1), the low-speed oil chamber (12) is arranged on the outer periphery of the speed change gear pair (BG1), and the motor oil chamber (13) is arranged on the outer peripheries of the first motor (EM1) and the second motor (EM2); The oil seal (14) is arranged between the high-speed oil chamber (11) and the low-speed oil chamber (12) and is located on the outer periphery of the first intermediate shaft (SZ1).
9. A speed change system according to claim 8, characterized in that: When the speed change system adopts a dual-motor dual-input dual-reduction speed change system, The first motor (EM1) is connected to the first input gear pair (IG1) via the first motor output shaft (S1), and the first input gear pair (IG1) is connected to the speed change gear pair (BG1) via the first intermediate shaft (SZ1); The second motor (EM2) is connected to the second input gear pair (IG2) via the second motor output shaft (S2), and the second input gear pair (IG2) is connected to the speed change gear pair (BG1) via the second intermediate shaft (SZ2); The high-speed oil chamber (11) is arranged on the outer periphery of the first input gear pair (IG1) and the second input gear pair (IG2), the low-speed oil chamber (12) is arranged on the outer periphery of the speed change gear pair (BG1), and the motor oil chamber (13) is arranged on the outer periphery of the first motor (EM1) and the second motor (EM2); The oil seal (14) is arranged between the high-speed oil chamber (11) and the low-speed oil chamber (12) and is located on the outer periphery of the first intermediate shaft (SZ1) and the second intermediate shaft (SZ2), respectively.