Noise reduction gear, automobile speed reducer and new energy automobile

Abstract

The utility model relates to a noise reduction gear, an automobile speed reducer and a new energy automobile, a spoke of the noise reduction gear is provided with a concave-convex bending web plate structure, the concave-convex bending web plate structure comprises a plurality of web plate concave surfaces, side plates and web plate convex surfaces, and the web plate concave surfaces and the web plate convex surfaces surround the axis of the noise reduction gear and are arranged at intervals in a layered mode in the circumferential direction. The adjacent web concave surface and web convex surface are connected through a side plate, and the web concave surface on one side of the spoke and the web convex surface on the other side of the spoke are correspondingly arranged in the same axial direction of the spoke; viscoelastic damping layers are arranged on the two sides of the concave-convex bending web plate structure, the web plate concave surface and the web plate convex surface are covered with the viscoelastic damping layers, and the outer surfaces of the viscoelastic damping layers covering the same sides of the web plate concave surface and the web plate convex surface are located on the same plane. Compared with the prior art, the noise reduction structure has the advantages of being good in noise reduction effect, easy to form, low in cost and the like.

Description

Technical Field

[0001] The utility model relates to the technical field of gear noise reduction, in particular to a noise reduction gear, an automobile reducer and a new energy automobile. Background Art

[0002] In recent years, in the field of new energy vehicles, the mainstream of driving vehicle powertrains generally adopts three-in-one or multi-in-one systems. Compared with traditional fuel vehicles, the noise of electric drive systems is particularly prominent due to the lack of engine masking noise. The reducer is the power transmission medium in the electric drive system, and its gear whine and knocking noise are often the main source of customer complaints. Therefore, improving the NVH performance of the electric drive system reducer during the design, development and verification stages is a key step in the development of the entire electric drive project. The NVH performance of the gear is directly related to the noise level of the entire vehicle, and is an important comprehensive performance indicator for customers to recognize the electric drive system. At present, the impact of the NVH of the electric drive assembly on the noise level of the entire vehicle is also the focus of our consumers.

[0003] Since helical gears have the advantages of large overlap and smooth transmission, "thin and high teeth" with helical angles are generally used in reducer gears of new energy vehicles. In view of the current existing technology, patent CN205896091 U discloses that if equilateral triangle holes are drilled on the gear teeth and filled with sound-absorbing cotton, the gears can absorb noise when rotating. For the gears of new energy reducers, this noise reduction scheme does not meet the design requirements of gear tooth contact, bending safety strength and stiffness, which will cause the gear safety and bending safety factors to be less than 1; the common modulus of the first-level gear teeth of new energy vehicles is basically between 1-2, and the number of teeth is selected between 19-33. The small modulus means that the tooth thickness is thinner and the gear teeth have a helical angle, which is not conducive to the processing and manufacturing of tooth surface openings. When designing the gear spokes, the gear spokes of the powertrain of new energy vehicles generally consider lightweight, and the gear rim and the spoke are designed with unequal widths. It is generally designed as a belly plate structure. Due to the weak stiffness of the belly plate structure, the belly plate spoke design leads to a larger meshing misalignment and transmission error of the gear, and a lower modal frequency. For example, patent CN 211082752 U discloses that the web structure of the primary driven gear is adjusted to a concave-convex bending symmetrical spoke web structure, the purpose of which is to increase the spoke support rigidity, increase the gear modal frequency, reduce the gear transmission error, and ultimately reduce the reducer NVH. Actual project experiments have been conducted to verify this concave-convex bending symmetrical spoke. Since the modal frequency of the primary driven gear is generally around 4500Hz, according to the order slice theory f=np / 60 (n represents the speed, p represents the order, and f represents the meshing frequency), the corresponding speed is calculated to be 10384rpm. When the primary gear mode passes through this speed point, the primary driven gear mode is excited, causing a sharp peak whistling noise. The use of concave-convex bending spokes is effective in improving high-speed high-frequency sharp peak noise, but has no obvious inhibitory effect on the wide speed range.

[0004] For example, patent CN106122432A discloses that a soundproof hole is provided on the gear body, and soundproof cotton is provided in the soundproof hole, so as to reduce the gear noise. At present, the gear structure of the reducer of new energy vehicles is generally composed of gear teeth, gear rims, gear spoke webs, spoke web weight reduction holes, inner holes, etc. However, for the noise reduction method in which the gear body is provided with soundproof holes and filled with soundproof cotton, the dynamic force of the gear meshing passes through the gear rim and gear spokes to reach the through-hole position. The soundproof cotton in the soundproof hole absorbs limited vibration energy and is not enough to attenuate excessive vibration energy. The soundproof hole is designed to be rectangular. The cost of turning the soundproof hole will increase. The processing technology of using rough forging parts is difficult. In addition, it is easy to cause stress concentration on the edge of the rectangular inner surface of the weight reduction hole during the gear transmission torque process, which is easy to be damaged, resulting in NVH abnormal noise. Utility Model Content

[0005] The purpose of the utility model is to provide a noise reduction gear, automobile reducer and new energy vehicle in order to overcome the defects of the prior art in that the sound insulation hole is difficult to open on the gear body, the manufacturing cost is high, the service life is short and it is easy to be damaged.

[0006] The purpose of the utility model can be achieved through the following technical solutions:

[0007] The present invention provides a noise reduction gear, wherein the spoke of the noise reduction gear is provided with a concave-convex bent web structure, including a plurality of web concave surfaces, side plates and web convex surfaces, wherein the web concave surfaces and web convex surfaces are arranged in layers and intervals in the circumferential direction around the axis of the noise reduction gear, and adjacent web concave surfaces and web convex surfaces are connected by side plates, and the web concave surface on one side of the spoke and the web convex surface on the other side of the spoke are arranged in the same axial direction of the spoke correspondingly;

[0008] Viscoelastic damping layers are provided on both sides of the concave-convex bent web structure, and the viscoelastic damping layers cover the concave surface and the convex surface of the web. The outer surfaces of the viscoelastic damping layers covered on the same side of the concave surface and the convex surface of the web are located in the same plane.

[0009] Furthermore, the viscoelastic damping layer on the same side of the concave-convex bent web structure is an integrated structure.

[0010] Furthermore, an annular notch is coaxially provided on the rim of the noise reduction gear, and a circular arc chamfer is provided at the connection between the bottom of the annular notch and the inner side of the rim.

[0011] Furthermore, the viscoelastic damping layer covers the annular notch, the inner side of the rim, the concave surface of the web, the convex surface of the web and the outer surface of the spline hole.

[0012] Furthermore, arc chamfers are provided at the connection points between the concave surface of the web and the wheel rim, the outer surface of the spline hole and the side plate.

[0013] Furthermore, through holes are provided on the convex surface of the web on the same side of the concave-convex bent web structure, and the through holes are arranged at intervals.

[0014] Furthermore, the through hole is located at the geometric center of the convex surface of the web.

[0015] Furthermore, the viscoelastic damping layers on both sides of the concave-convex bent web structure are an integrated structure.

[0016] The present solution also provides an automobile reducer, which can directly use the above-mentioned noise reduction gear. The specific implementation structure can be found in the relevant content of the above-mentioned noise reduction gear description, which will not be repeated here.

[0017] This solution also provides a new energy vehicle, which can directly use the above-mentioned automobile reducer. The specific implementation structure refers to the relevant content of the above-mentioned automobile reducer description, which will not be repeated here.

[0018] Compared with the prior art, the utility model has the following advantages:

[0019] (1) The noise reduction gear provided in this scheme has a spoke with a concave-convex bent web structure, and a viscoelastic damping layer is arranged on both sides of the web structure. The viscoelastic damping layer uses a viscoelastic strong damping material with obvious elastic hysteresis. When the gear vibrates, the molecular chain of the viscoelastic strong damping material extends and consumes energy, thereby weakening the amplitude of the vibration response of the noise reduction gear to reduce the reducer noise.

[0020] By covering the annular groove on the end face of the gear rim, the inner side of the rim, the gear spokes and the outer surface of the spline hole with a viscoelastic damping layer, the dynamic force vibration energy of the gear teeth is consumed using viscoelastic strong damping materials, reducing the howling noise of the reducer and improving customers' and consumers' satisfaction with the NVH and smoothness of the vehicle.

[0021] (2) The viscoelastic damping layer on the same side of the concave and convex bent web structure of this scheme is designed as an integrated structure, which can be poured and filled through the annular notch position on the rim. The overall structure is simple and easy to implement. Since both sides of the spoke are provided with a fully covered viscoelastic damping layer, the surface roughness requirements for the spoke web and the rim slot are low, so the forging one-time forming production process can be used for processing, which is simple to manufacture; and due to the multi-directional damping energy dissipation effect of the noise reduction gear, the thickness of the spoke web can be reduced, the use of metal materials can be reduced, and the cost can be reduced. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 A schematic diagram of the structure of the non-viscoelastic damping layer of the noise reduction gear provided in Example 1 of the utility model;

[0023] Figure 2A schematic diagram of the structure of a noise reduction gear provided in Example 1 of the utility model;

[0024] Figure 3 A cross-sectional view of a noise reduction gear provided in Example 1 of the utility model;

[0025] Figure 4 A schematic diagram of the structure of the non-viscoelastic damping layer of the noise reduction gear provided in Example 2 of the utility model;

[0026] Figure 5 A schematic diagram of the structure of a noise reduction gear provided in Example 2 of the utility model;

[0027] Figure 6 A schematic diagram of the structure of a noise reduction gear provided in Example 2 of the utility model;

[0028] In the figure: 1, involute gear teeth, 2, wheel rim, 3, annular notch, 4, outer surface of spline hole, 5, inner surface of spline hole, 6, spline hole, 7, viscoelastic damping layer, 8, inner surface of gear wheel rim, 9, convex through hole of spoke web, 41, concave surface of web, 42, convex surface of web. DETAILED DESCRIPTION

[0029] In order to make the purpose, technical scheme and advantages of the embodiments of the utility model clearer, the technical scheme in the embodiments of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the utility model. Obviously, the described embodiments are part of the embodiments of the utility model, not all of the embodiments. Generally, the components of the embodiments of the utility model described and shown in the drawings here can be arranged and designed in various different configurations.

[0030] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the present invention to be protected, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0031] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0032] In the description of the present utility model, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings, or are the directions or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the present utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present utility model.

[0033] It should be noted that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of this application, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0034] In addition, the terms "horizontal", "vertical" and the like do not mean that the components are required to be absolutely horizontal or suspended, but can be slightly tilted. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0035] Example 1

[0036] like Figure 3 As shown, this embodiment provides a noise reduction gear, the spokes of the noise reduction gear are provided with a concave-convex bent web structure, including a plurality of web concave surfaces 41, side plates and web convex surfaces 42, the web concave surfaces 41 and web convex surfaces 42 are arranged in layers and intervals around the axis of the noise reduction gear and along the circumferential direction, the adjacent web concave surfaces 41 and web convex surfaces 42 are connected by the side plates, and the web concave surface 41 on one side of the spoke and the web convex surface 42 on the other side of the spoke are correspondingly arranged in the same axial direction of the spoke;

[0037] Viscoelastic damping layers 7 are provided on both sides of the concave-convex bent web structure, and the viscoelastic damping layers 7 cover the web concave surface 41 and the web convex surface 42. The outer surfaces of the viscoelastic damping layers 7 covered on the same side of the web concave surface 41 and the web convex surface 42 are located in the same plane.

[0038] The spokes of the noise reduction gear are provided with a concave-convex bent web structure, and a viscoelastic damping layer is provided on both sides of the web structure. The viscoelastic damping layer uses a viscoelastic strong damping material with obvious elastic hysteresis. When the gear vibrates, the molecular chain of the viscoelastic strong damping material extends and consumes energy, thereby weakening the amplitude of the vibration response of the noise reduction gear to reduce the reducer noise.

[0039] By covering the annular groove on the end face of the gear rim, the inner side of the rim, the gear spokes and the outer surface of the spline hole with a viscoelastic damping layer, the dynamic force vibration energy of the gear teeth is consumed using viscoelastic strong damping materials, reducing the howling noise of the reducer and improving customers' and consumers' satisfaction with the NVH and smoothness of the vehicle.

[0040] Among them, the viscoelastic damping layer 7 on the same side of the concave-convex bent web structure is an integrated structure. An annular notch 3 is coaxially provided on the rim of the noise reduction gear, and a circular arc chamfer is provided at the connection between the bottom of the annular notch 3 and the inner side of the rim. The viscoelastic damping layer 7 covers the annular notch 3, the inner side of the rim, the web concave surface 41, the web convex surface 42 and the outer surface of the spline hole. The connection between the web concave surface 41 and the rim, the outer surface of the spline hole and the side plate is provided with a circular arc chamfer.

[0041] The viscoelastic damping layer on the same side of the concave and convex bent web structure is designed as an integrated structure, which can be poured and filled through the annular notch position on the rim. The overall structure is simple and easy to implement. Since both sides of the spoke are provided with a fully covered viscoelastic damping layer, the surface roughness requirements for the spoke web and the rim slot are low, so the forging one-time forming production process can be used for processing, which is simple to manufacture; and due to the multi-directional damping energy dissipation effect of the noise reduction gear, the thickness of the spoke web can be reduced, the use of metal materials can be reduced, and the cost can be reduced.

[0042] Specifically, Figures 1 to 3 As shown, the gear structure includes an involute gear tooth 1, a gear rim 2, a rim slot 3, an inner surface of the rim 10, a gear spoke web concave surface 41 and a gear spoke web convex surface 42, a spline hole outer surface 4, a spline hole inner surface 5, an inner spline hole 6 and a viscoelastic damping material 7. In this embodiment, the gear teeth 1 are located at the outermost side of the gear. In order to ensure smooth transmission and small fluctuation of gear meshing stiffness, fine and high gear teeth with helical angle involute are used, which are mainly used for meshing with the matching gear to transmit torque. The concave surface 412 of the gear spoke web and the convex surface 422 of the spoke web are made of the gear web forging by integrated die-casting technology. The concave and convex web structure is made into an integrated structure. The concave and convex web surface of the gear spoke is located on the inner side of the gear teeth 1. A gear rim 2 is provided between the concave and convex web surface of the gear and the gear teeth 1, and an inner spline hole 6 is provided on the inner side of the concave and convex web of the gear. The inner spline hole 6 is connected to the outer spline at the corresponding position of the transmission shaft by tooth side centering or large diameter centering assembly, and the torque generated by the meshing of the gear teeth 1 is transmitted to the transmission shaft through the gear rim 2, the concave and convex surface of the gear spoke web and the spline connection.

[0043] Place the end face of the gear structure 1 perpendicular to the horizontal plane, so that the slotted position of the gear end face on one side is perpendicular to the ground, and pour the viscoelastic strong damping material 360° into the slotted position on the circumferential surface of the gear rim 2 through process tooling equipment. The poured viscoelastic strong damping material passes through the rim slotted position 3, the inner surface 11 of the rim, and reaches the position of the anisotropic spoke concave surface 422. According to the principle of communicating vessels, the poured viscoelastic damping material fills each concave surface, and then fills the convex surface of the spoke with 2mm of viscoelastic strong damping material, so that the concave and convex surfaces of the spoke are covered with damping material. After standing still, turn it over to the other gear end face, and use the same process to fill the damping material, so that the gear rims 2 on both sides, the inner surface 10 of the rim, the convex surface 422 of the spoke web and the outer surface 4 of the spline hole are all filled with damping material.

[0044] The viscoelastic strong damping material filled in it has good elastic hysteresis phenomenon. When the molecular chain is subjected to force, it stretches from the curled state, thereby consuming energy. The damping material has the advantages of high strength, high temperature resistance, good dimensional stability and high adhesion. The heat energy generated by the viscoelastic strong damping material is dissipated through splashing or active lubrication of lubricating oil, without the need for additional heat dissipation facilities, ensuring a better damping effect.

[0045] Example 2

[0046] like Figures 4 to 6 As shown, this embodiment is basically the same as the embodiment 1, and the difference is that in this embodiment, the web convex surface 42 on the same side of the concave-convex bent web structure is provided with through holes, and the through holes are arranged at intervals. The through holes are located at the geometric center of the web convex surface 42. The viscoelastic damping layer 7 on both sides of the concave-convex bent web structure is an integrated structure.

[0047] Specifically, the gear end face is placed perpendicular to the horizontal plane, so that the slot position of the gear end face on one side is perpendicular to the ground, and the viscoelastic strong damping material is poured into the slot position of the circumferential surface of the gear rim 2 at 360° through the process tooling equipment. The poured viscoelastic strong damping material passes through the rim slot position 3, the inner surface 10 of the rim, and reaches the position of the anisotropic spoke concave surface 422, and passes through the spoke web convex through hole 9, and reaches the opposite side gear rim slot position 3, the gear rim inner surface 8 and the spline hole outer surface 4, and then fills the opposite side gear spoke web concave and convex surface, and finally fills the gear spoke concave and convex surface, the spline hole outer surface 4, and the gear slot position 3 on the pouring side according to the communicating vessel principle, so that the gear rim 2, the inner side 10 of the rim, the spoke web convex and concave surfaces 412 and 422, the spoke web convex through hole 9 and the spline outer surface on both sides are filled with damping material. Compared with structure 1, this method adopts a one-time pouring process, and the molding is simple and convenient.

[0048] Example 3

[0049] This embodiment provides an automobile reducer, which includes the noise reduction gear in any one of Embodiment 1 and Embodiment 2. The specific implementation structure can refer to the relevant content described in the above Embodiment 1 or Embodiment 2, and will not be elaborated here.

[0050] Specifically, the electric drive system of new energy vehicles is mainly composed of motors, electronic controls and reducers, among which the reducer generally adopts a three-axis single-speed transmission, in which the AC induced magnetic field of the motor stator and rotor generates electromagnetic force, and the tangential electromagnetic force drives the motor shaft to rotate. The motor shaft and the reducer input shaft are connected by splines to transmit power to the input shaft, and the input shaft driving pinion meshes with the intermediate shaft driven large gear to transmit power to the intermediate shaft position, and the other driving pinion of the intermediate shaft meshes with the output shaft large gear, and then transmits power to the wheels through the vehicle half-axles to drive the vehicle.

[0051] The gear teeth 1 are evenly distributed on the outside of the rim 2. Due to the manufacturing and assembly of the reducer system and the elastic deformation of the gears, the gear teeth 1 and the tooth surface of the mating gear will deviate from the ideal meshing line position when meshing along the meshing line, thus generating a meshing dynamic force. The dynamic meshing force of the gear passes through the gear rim 2, the gear spoke web, the outer surface 4 of the spline hole, the inner surface 5 of the spline, and the outer spline mating transmission shaft. The shaft is provided with a bearing, which transmits the vibration of the shaft to the bearing hole, and then transmits the vibration of the bearing hole to the reducer housing, causing the vibration of the housing surface to radiate noise outward. According to the order theory of rotating machinery, a specific whistling noise will be generated during the meshing and rotation of the gear teeth 1 and the mating gear, similar to a whistle. The vibration of the reducer housing surface is transmitted to the cab through the suspension, frame and related body structure transmission path, causing the vibration of the components in the cab to radiate noise outward. The noise radiated from the reducer surface will be transmitted to the cab through the air transmission path of the whole vehicle. The superposition of the two noises is easy to be perceived by the human ear, causing complaints from customers and consumers. By improving the structure of the input driven gear, under the premise of ensuring that the gear transmission error, meshing stiffness and meshing misalignment change are small, viscoelastic strong damping material is added to the gear rim 2, the gear rim inner surface 8, the gear spoke web and the spline hole outer surface 5, so as to attenuate the vibration amplitude through damping in multiple directions, thereby reducing the reducer noise.

[0052] The width of the gear wheel rim 2 is determined by design verification. One side of the slot position 3 of the gear wheel rim 2 is set parallel to the pitch circle to avoid weakening the rigidity and strength of the tooth root circle. The position of the gear wheel rim slot position 3 from the tooth root circle is determined by the gear strength verification to avoid tooth root breakage. The verification results are shown in the following table:

[0053]

[0054] Calculations show that the gear contact and bending safety factors meet the strength design requirements.

[0055] Small arc chamfer transition is made at the relevant position of the gear rim slot 3 to avoid stress concentration and damage to the inner wall during transportation.

[0056] The gear spoke web thickness and weight-reducing aperture size can be determined by calculating the gear meshing misalignment. The aperture size and web thickness are selected based on the maximum aperture and minimum web structure with low sensitivity to meshing misalignment.

[0057] The automobile reducer provided in this embodiment adopts a noise reduction gear with multiple damping and vibration reduction effects. The damping material filled on the noise reduction gear attenuates vibration, reduces the vibration of the reducer, and further reduces the noise radiated outward from the reducer housing.

[0058] Example 4

[0059] This embodiment provides a new energy vehicle, which includes the automobile reducer provided in Embodiment 3. The specific implementation structure can refer to the relevant content described in the above Embodiment 3 and will not be described here.

[0060] This embodiment effectively improves customers' and consumers' satisfaction with the NVH and ride comfort of the entire vehicle by using an automobile reducer with low outwardly radiated noise.

[0061] The preferred specific embodiments of the utility model are described in detail above. It should be understood that ordinary technicians in this field can make many modifications and changes based on the concept of the utility model without creative work. Therefore, all technical solutions that can be obtained by technicians in this technical field based on the concept of the utility model through logical analysis, reasoning or limited experiments on the basis of the existing technology should be within the scope of protection determined by the claims.

Claims

1. A noise reduction gear, characterized in that: The spoke of the noise reduction gear is provided with a concave-convex bent web structure, including a plurality of web concave surfaces (41), side plates and web convex surfaces (42), the web concave surfaces (41) and web convex surfaces (42) are arranged in layers and intervals around the axis of the noise reduction gear and along the circumferential direction, adjacent web concave surfaces (41) and web convex surfaces (42) are connected by side plates, and the web concave surface (41) on one side of the spoke and the web convex surface (42) on the other side of the spoke are correspondingly arranged on the same axial direction of the spoke; Viscoelastic damping layers (7) are provided on both sides of the concave-convex bent web structure, and the viscoelastic damping layers (7) cover the web concave surface (41) and the web convex surface (42), and the outer surfaces of the viscoelastic damping layers (7) covering the same side of the web concave surface (41) and the web convex surface (42) are located in the same plane.

2. A noise reduction gear according to claim 1, characterized in that: The viscoelastic damping layer (7) on the same side of the concave-convex bent web structure is an integrated structure.

3. The noise reduction gear according to claim 1, characterized in that: An annular notch (3) is coaxially arranged on the wheel rim of the noise reduction gear, and a circular arc chamfer is arranged at the connection between the bottom of the annular notch (3) and the inner side of the wheel rim.

4. A noise reduction gear according to claim 3, characterized in that: The viscoelastic damping layer (7) covers the annular notch (3), the inner side of the wheel rim, the concave surface of the web (41), the convex surface of the web (42) and the outer surface of the spline hole.

5. The noise reduction gear according to claim 1, characterized in that: The connection points between the web concave surface (41) and the wheel rim, the outer surface of the spline hole and the side plate are all provided with arc chamfers.

6. The noise reduction gear according to claim 1, characterized in that: Through holes are provided on the web convex surface (42) on the same side of the concave-convex bent web structure, and the through holes are arranged at intervals.

7. A noise reduction gear according to claim 6, characterized in that: The through hole is located at the geometric center of the web convex surface (42).

8. The noise reduction gear according to claim 6, characterized in that: The viscoelastic damping layers (7) on both sides of the concave-convex bent web structure are an integrated structure.

9. An automobile reducer, characterized in that: The automobile reducer comprises the noise reduction gear described in any one of claims 1-8.

10. A new energy vehicle, characterized in that: The new energy vehicle includes the automobile reducer as described in claim 9.

Images