Speed reduction device of motor home parking device

Abstract

The utility model relates to a speed reduction device of a motor home parking device, which comprises a speed reducer connected between a motor and a lifting device, and the speed reducer comprises a first-stage speed reduction unit, a second-stage speed reduction unit and a third-stage speed reduction unit for three-stage power transmission. Three-stage speed reduction is adopted to achieve high thrust of 2.5 tons, the requirements of more scenes are met, and the application range is wider.

Description

Technical Field

[0001] The utility model relates to the field of recreational vehicles, in particular to a deceleration device for a parking device of a recreational vehicle. Background Art

[0002] RVs, also known as motorhomes, can be roughly divided into self-propelled and trailer types. Like a smaller version of a house, they have their own living facilities inside.

[0003] The parking area of ​​these vehicles is not always a level camping site, and the parking device needs to be leveled when used. In the prior art of leveling such a vehicle, at least a lifting mechanism and a level sensing device are included. Mechanical, electromechanical or hydraulic jacks are usually used to level the vehicle. Therefore, the parking device in the present subject can also be referred to as a jack.

[0004] The main feature of the parking device is the lifting function, so it is equipped with a motor-driven lifting device for electric lifting, which has achieved the leveling and support of the vehicle when parking outdoors. A reducer is usually required to connect the motor and the lifting device. The existing reducers have a small thrust and cannot meet the technical requirements of high thrust in the current RV market. In addition, when the parking device switches between the rising and falling states, the motor is prone to jamming.

[0005] Based on the above problems, the inventor conducted some research on RV parking devices and proposed a deceleration device for RV parking devices, which resulted in the present case. Utility Model Content

[0006] The purpose of the utility model is to provide a deceleration device for a motorhome parking device, which uses three-stage deceleration to achieve a large thrust of up to 2.5 tons, meets the needs of more scenarios, and has a wider range of uses. In addition, it also solves the problem of motor jamming during the switching process between forward and reverse states.

[0007] In order to achieve the above purpose, the technical solution of the utility model is as follows:

[0008] A deceleration device for a motorhome parking device comprises a decelerator connected to a motor and a lifting device, wherein the decelerator comprises a primary deceleration unit, a secondary deceleration unit and a tertiary deceleration unit for three-stage power transmission.

[0009] The first-stage reduction unit includes the shaft teeth of the motor shaft and a first-stage large gear; the second-stage reduction unit includes a second-stage pinion and a second-stage large gear; and the third-stage reduction unit includes a third-stage pinion and a third-stage large gear.

[0010] The shaft teeth are meshed with the first-stage large gear, the first-stage large gear and the second-stage small gear are installed on the first transmission shaft, the second-stage small gear is meshed with the second-stage large gear, the second-stage large gear and the third-stage small gear are installed on the second transmission shaft, the third-stage small gear is meshed with the third-stage large gear, and the third-stage large gear is installed on the screw connecting shaft of the lifting device.

[0011] The shaft teeth are arranged helically.

[0012] The number of the shaft teeth is four.

[0013] The first-stage large gear is a plastic gear.

[0014] The second transmission shaft is provided with a toothed disc, the outer periphery of which has a plurality of protruding teeth, the inner ring of the secondary large gear has a plurality of grooves corresponding to the teeth, and there is a gap between the side surfaces of the teeth and the walls of the grooves.

[0015] The gears in each reduction unit are installed on their corresponding shafts using double-layer sleeves.

[0016] The reducer includes a base and a cover plate. The first transmission shaft, the second transmission shaft and the ends of the screw connecting shaft are respectively supported on the bottom of the base and the cover plate. The lower end of the screw connecting shaft extends out of the base and is connected to the lifting device, and the top end of the screw connecting shaft extends out of the cover plate.

[0017] After adopting the above solution, the three-stage reduction in the utility model patent achieves a large thrust of up to 2.5 tons, meeting the needs of more scenarios and having a wider range of uses. In the three-stage reduction transmission process in the utility model patent, a gap is set between the gear and the toothed disc. When the motor switches between the forward and reverse states, a buffer space is provided between the transmission shaft and the gear for the rotation state switching, which effectively solves the problem of the parking device getting stuck during the up and down lifting and switching. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 This is a schematic diagram of a RV parking device according to a preferred embodiment of the utility model;

[0019] Figure 2 This is a schematic diagram of the assembly of the preferred embodiment of the utility model Figure 1 ;

[0020] Figure 3 This is a schematic diagram of the assembly of the preferred embodiment of the utility model Figure 2 ;

[0021] Figure 4 This is a schematic diagram of the three-stage transmission of the reducer in the preferred embodiment of the utility model;

[0022] Figure 5 It is a three-stage transmission plan view of the reducer in a preferred embodiment of the utility model. DETAILED DESCRIPTION

[0023] The utility model is further described below in conjunction with the accompanying drawings and specific embodiments.

[0024] The main components involved in the RV parking device include a motor 1, a lifting device 2, an outer cover assembly 3, and a reducer 4.

[0025] The motor 1 provides power, and transmits the power to the lifting device 2 through the reducer 4, so that the lifting device 2 can complete the rising or falling action. The outer cover assembly 3 encloses the motor 1, the reducer 4, and the upper end of the lifting device 2 inside to achieve a high level of sealing.

[0026] The utility model mainly makes a new design on the reducer 4, including a three-stage reduction unit. The motor 1 in this embodiment has a motor shaft 11 that is vertically upward and parallel to the up and down lifting axis of the entire lifting device 2. The output power of the motor 1 is transmitted through the three-stage reduction in the reducer 4, and the three-stage reduction includes a primary reduction unit 41, a secondary reduction unit 42, and a tertiary reduction unit 43.

[0027] The primary reduction unit 41 includes mutually meshing shaft teeth 411 and a primary large gear 412. The secondary reduction unit 42 includes mutually meshing secondary pinion gears 421 and secondary large gears 422. The tertiary reduction unit 43 includes mutually meshing tertiary pinion gears 431 and tertiary large gears 432.

[0028] The shaft teeth 411 in this embodiment are directly spirally processed on the motor shaft 11, so the shaft teeth 411 are spiral, and the tooth shape of the first-stage large gear 412 is helical, so that the shaft teeth 411 and the first-stage large gear 412 are meshed. The number of shaft teeth 411 in this embodiment is set to 4 teeth to increase the gear transmission ratio. Since the first-stage large gear 412 is the first deceleration, the torque and friction force it carries are small, so a plastic gear is used to reduce wear and reduce noise.

[0029] The first large gear 412 and the second small gear 421 are mounted on the first transmission shaft 44, the second large gear 422 and the third small gear 431 are mounted on the second transmission shaft 45, and the third large gear 432 is mounted on the shaft of the lifting device 2, which is mounted on the screw connecting shaft 241 in this embodiment. The second small gear 421 is meshed with the second large gear 422, and the third small gear 431 is meshed with the third large gear 432, to respectively complete the second and third reductions.

[0030] In this embodiment, all gears, including the first-stage large gear 412, the second-stage small gear 421, the second-stage large gear 422, the third-stage small gear 431, and the third-stage large gear 432 are installed on their respective corresponding shafts using double-layer sleeves. The double-layer sleeves can improve various performance indicators such as wear resistance, noise reduction, and smooth operation.

[0031] In this embodiment, the second transmission shaft 45 is in the middle of the shaft during the power transmission process, with the first transmission shaft 44 in front and the screw connecting shaft 241 in the back. The transmission at this position must be smooth, so an anti-jamming mechanism is designed here. Specifically, a toothed disc 451 is fixedly arranged on the second transmission shaft 45, and a plurality of protruding teeth 452 are formed on the outer periphery of the toothed disc 451, and the teeth 452 are arranged at equal intervals. The inner ring of the secondary large gear 422 has grooves 453 corresponding to the number of teeth 452, and the shape and position of the grooves 453 match the teeth 452, and there is a gap 454 between the side of the teeth 452 and the groove wall of the groove 452.

[0032] When the motor 1 rotates forward, the power is transmitted to the first transmission shaft 44 through the meshing of the shaft teeth 411 and the first large gear 412, and the first transmission shaft 44 rotates in the opposite direction to the motor shaft 11 of the motor 1. The second small gear 421 meshes with the second large gear 422, and the power drives the second transmission shaft 45 to rotate in the opposite direction to the first transmission shaft 44 through the second large gear 422, that is, to rotate in the same direction as the motor shaft 11. The rotation of the second transmission shaft 45 drives the third small gear 431 to rotate, and the third large gear 432 meshing with the third small gear 431 rotates in the opposite direction, thereby driving the screw connecting shaft 241 to rotate in the same direction as the third large gear 432. Therefore, the motor shaft 11 rotates forward with the second transmission shaft 45, and the first transmission shaft 44 rotates in the opposite direction with the screw connecting shaft 241. The tooth portion 452 on the toothed disc 451 is in contact with one side of the groove 452 in the inner ring of the second large gear 422, and a gap 454 is retained on the other side.

[0033] When the motor 1 switches to reverse rotation, the motor shaft 11 reverses instantly, the first transmission shaft 44 rotates forward after the first-stage transmission, the second-stage pinion 421 drives the second-stage gear 422 to switch direction, and the second-stage gear 422 reverses. At this time, the second transmission shaft 45 still has a short-term forward rotation state by inertia. In this momentary short state, the second-stage gear 422 will reverse, while the second transmission shaft 45 is still rotating forward. Therefore, the toothed disc 451 and the second-stage gear 422 rotate in the opposite direction, and the toothed portion 452 and the groove 452, which originally retain the gap 454, gradually abut against each other, and the gap 454 is formed on the side that originally abutted. This changing state forms a buffer zone for switching, the purpose is to prevent the second transmission shaft 45 and the second-stage gear 422 from getting stuck when switching. After the reversal, the second transmission shaft 45 and the second-stage gear 422 keep rotating in the same direction, forming a reverse rotation, and then through the meshing of the third-stage pinion 431 and the third-stage gear 432, it is transmitted to the screw connecting shaft 241 for forward rotation.

[0034] The reducer 4 in this embodiment also includes a reducer housing, which is specifically divided into a base 46 and a cover plate 47. The first transmission shaft 44, the second transmission shaft 46, and the two ends of the screw connecting shaft 241 are respectively supported between the bottom of the base 46 and the cover plate 47, and the shaft teeth 411, the first large gear 412, the second small gear 421, the second large gear 422, the third small gear 431, and the third large gear 432 are all accommodated in the inner cavity formed after the base 46 and the cover plate 47 are buckled. The lower part of the screw connecting shaft 241 extends out of the base 46 and extends into the outer tube. The top of the upper part of the screw connecting shaft 241 extends out of the cover plate 47 of the reducer housing. When the power is off, or the motor 1 has no power output, or the power is insufficient, the screw connecting shaft 241 can be manually rotated through the part of the upper part of the screw connecting shaft 241 extending out of the cover plate 47. Therefore, in order to facilitate manual rotation of the screw connecting shaft 241, it is possible to consider making the upper top portion of the screw connecting shaft 241 into a shaft body with a polygonal cross-section. The screw connecting shaft 241 can be manually rotated by a wrench with a matching cross-section to prevent accidents.

[0035] The above are only specific embodiments of the present utility model. At the same time, all words such as "upper, lower, left, right, middle" involved in the present utility model are for reference only and are not absolutely limiting. Any non-substantial changes made using the present utility model shall be deemed as an infringement of the protection scope of the present utility model.

Claims

1. A deceleration device for a motorhome parking device, characterized in that: The invention comprises a reducer connected to the motor and the lifting device, wherein the reducer comprises a first-stage reduction unit, a second-stage reduction unit and a third-stage reduction unit for three-stage power transmission.

2. A deceleration device for a motorhome parking device as claimed in claim 1, characterized in that: The first-stage reduction unit includes the shaft teeth of the motor shaft and a first-stage large gear; the second-stage reduction unit includes a second-stage pinion and a second-stage large gear; and the third-stage reduction unit includes a third-stage pinion and a third-stage large gear.

3. A deceleration device for a motorhome parking device as claimed in claim 2, characterized in that: The shaft teeth are meshed with the first-stage large gear, the first-stage large gear and the second-stage small gear are installed on the first transmission shaft, the second-stage small gear is meshed with the second-stage large gear, the second-stage large gear and the third-stage small gear are installed on the second transmission shaft, the third-stage small gear is meshed with the third-stage large gear, and the third-stage large gear is installed on the screw connecting shaft of the lifting device.

4. A deceleration device for a motorhome parking device as claimed in claim 2, characterized in that: The shaft teeth are arranged helically.

5. A deceleration device for a motorhome parking device as claimed in claim 4, characterized in that: The number of the shaft teeth is four.

6. A deceleration device for a motorhome parking device as claimed in claim 2 or 3, characterized in that: The first-stage large gear is a plastic gear.

7. The deceleration device for a motorhome parking device as claimed in claim 3, characterized in that: The second transmission shaft is provided with a toothed disc, the outer periphery of which has a plurality of protruding teeth, the inner ring of the secondary large gear has a plurality of grooves corresponding to the teeth, and there is a gap between the side surfaces of the teeth and the walls of the grooves.

8. The deceleration device for a motorhome parking device as claimed in claim 2, characterized in that: The gears in each reduction unit are installed on their corresponding shafts using double-layer sleeves.

9. The deceleration device of a motorhome parking device as claimed in claim 3, characterized in that: The reducer comprises a base and a cover plate, and both ends of the first transmission shaft, the second transmission shaft and the screw connecting shaft are supported on the bottom of the base and the cover plate respectively.

10. A deceleration device for a motorhome parking device as claimed in claim 9, characterized in that: The lower end of the screw rod connecting shaft extends out of the base and is connected to the lifting device, and the top end of the screw rod connecting shaft extends out of the cover plate.

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