Anti-deflection structure for motor and motor
By installing bearings of different specifications at both ends of the motor gear shaft, the problem of circumferential swing in the helical gear meshing transmission is solved, the stability and life of the motor are improved, and the noise is reduced.
Patent Information
- Application Number
- CN202421630577.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-09
- Publication Date
- 2025-08-01
- Estimated Expiration
- 2034-07-09
AI Technical Summary
The circumferential slant generated during the helical gear meshing drive results in a reduced motor stability and service life.
The third and fourth bearings with different specifications are installed at both ends of the motor gear shaft, and the fourth bearing has a larger specification than the third bearing. The fourth bearing plays an auxiliary support and limiting role on the motor gear shaft, reducing circumferential force and reducing eccentric pendulum.
It improves the operating stability and service life of the motor, reduces the looseness and wear of splines, reduces noise, and improves the sound quality of the motor.
Smart Images
Figure CN223181942U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of motor drive systems, and particularly relates to an anti-yaw structure for a motor and a motor. Background Art
[0002] A motor is a power transmission device, and its main function is to convert electrical energy into mechanical energy, so as to provide power for various equipment and mechanical systems. In order to meet the stable operation of the motor, ensure that the motor equipment can operate with high precision and high efficiency, and improve the performance of the overall motor equipment, people gradually begin to adopt the meshing method of helical gears to connect the shafts with a transmission relationship. A helical gear is a gear with helical teeth, and its tooth line is arranged helically along the cylindrical or conical surface, rather than perpendicular to the axis like a spur gear. In a motor drive system, due to the compact meshing and large contact area during the meshing connection of helical gears, it can bear a higher load, reduce the sliding during meshing, and improve the transmission efficiency. However, during the meshing transmission of helical gears, a circumferential component force will inevitably be generated. This circumferential component force will cause the shaft connected to the helical gear to generate circumferential yaw, further causing the yaw of other components in the motor, thereby affecting the stable operation and service life of the motor.
[0003] In view of this, how to reduce the circumferential yaw generated by the meshing of helical gears in a motor system and improve the operation stability and service life of the motor has become an urgent problem to be solved in the field of motor design. Summary of the Utility Model
[0004] In view of the above, the utility model aims to provide an anti-yaw structure for a motor and a motor to solve the aforementioned technical problems.
[0005] The technical solution adopted by the utility model is as follows:
[0006] In a first aspect, an embodiment of the present application provides an anti-yaw structure for a motor. The anti-yaw structure for a motor includes a box body, in which a motor input shaft and a motor gear shaft are fixed. The motor input shaft and the motor gear shaft are connected by helical gear meshing. One end of the motor gear shaft is provided with a motor rotor shaft, and the motor gear shaft and the motor rotor shaft are connected by splines. First bearings and second bearings are respectively installed at both ends of the motor rotor shaft, and third bearings and fourth bearings are respectively installed at both ends of the motor gear shaft. The fourth bearing is located between the third bearing and the first bearing, and the specification of the fourth bearing is larger than that of the third bearing.
[0007] In some embodiments, the outer diameter of the fourth bearing is larger than the outer diameter of the third bearing, and the inner diameter of the fourth bearing is larger than the inner diameter of the third bearing.
[0008] In some embodiments, the motor gear shaft includes opposite front and rear end faces. The distance between the third bearing and the front end face of the motor gear shaft is denoted as L1, the distance between the fourth bearing and the rear end face of the motor gear shaft is denoted as L2, and the distance between the front and rear end faces of the motor gear shaft is denoted as L0. L1 / L0 ranges from 0 to 0.25 and does not include 0, and L2 / L0 ranges from 0.2 to 0.25.
[0009] In some embodiments, the fourth bearing is a rolling bearing, and the rolling bearing includes any one of a deep groove ball bearing, a cylindrical roller bearing, and a tapered roller bearing.
[0010] In some embodiments, the anti-yaw structure for the motor further includes a bearing housing, which is fixed in the box body, and the bearing housing and the fourth bearing are in clearance fit.
[0011] In some embodiments, the clearance between the bearing housing and the fourth bearing is 0.008 mm to 0.015 mm.
[0012] In some embodiments, the anti-yaw structure for the motor further includes a shaft sleeve, which is in interference fit with the first bearing and the second bearing respectively, and the shaft sleeve is fixedly connected to the box body.
[0013] In some embodiments, an internal spline is provided on the inner wall of one end of the motor rotor shaft close to the first bearing, and an external spline is provided on the outer wall of one end of the motor gear shaft close to the fourth bearing. The clearance between the internal spline and the external spline is 0.004 mm to 0.05 mm.
[0014] In some embodiments, the motor gear shaft and the motor rotor shaft are also connected by a flexible coupling.
[0015] In a second aspect, an embodiment of the present application provides a motor, including the anti-yaw structure for the motor described in the first aspect.
[0016] The main design concept of the present utility model is as follows:
[0017] (1) By adding a fourth bearing at the rear end of the motor gear shaft in this application, the yaw of the circumferential force received by the motor gear shaft during rotation is effectively alleviated, making the rotation of the motor gear shaft more stable.
[0018] (2) By adding a fourth bearing at the rear end of the motor gear shaft in this application, the rotation of the motor gear shaft is made more stable, further keeping the spline clearance between the motor gear shaft and the motor rotor shaft stable, reducing the knocking sound generated by the change of the spline clearance, and also improving the operation reliability and stability of the motor gear shaft.
[0019] (3) By adding a fourth bearing at the rear end of the motor gear shaft, the present application is applied to the motor. By reducing the yaw of the motor gear shaft and the knocking sound of the spline, the vibration and wear during the operation of the motor are reduced, which is beneficial to extending the service life of the motor. It can also enable the motor to operate at high precision and high efficiency, improving the overall performance of the motor. BRIEF DESCRIPTION OF THE DRAWINGS
[0020] To make the objectives, technical solutions, and advantages of the present utility model clearer, the present utility model will be further described below in conjunction with the drawings, where:
[0021] Figure 1 is a schematic structural diagram of the anti-yaw structure for a motor provided by an embodiment of the present application;
[0022] Figure 2 is a schematic structural diagram of the motor gear shaft provided by an embodiment of the present application;
[0023] Figure 3 is a schematic structural diagram of a motor provided by an embodiment;
[0024] Figure 4 is a schematic structural diagram of a motor provided by a comparative example;
[0025] Figure 5 is a comparative diagram of the noise test of the motors of the embodiment of the present application and the comparative example.
[0026] In the figures:
[0027] 1 - housing;
[0028] 2 - motor input shaft;
[0029] 21 - first gear;
[0030] 3 - motor gear shaft;
[0031] 31 - third bearing;
[0032] 32 - fourth bearing;
[0033] 33 - bearing seat;
[0034] 34 - second gear;
[0035] 4 - motor rotor shaft;
[0036] 41 - first bearing;
[0037] 42 - second bearing;
[0038] 5 - spline. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0039] Embodiments of the present utility model will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present utility model, and should not be construed as limiting the present utility model.
[0040] In an existing motor system, a gear shaft needs to be connected to a rotor shaft. Spline connection has the advantages of compact structure, large torque transmission, and reliable connection. Usually, the gear shaft and the rotor shaft are connected by splines to provide a high torque transmission for applications with larger power motors. There is usually a gap between the spline-connected gear shaft and rotor shaft. Since the spline connection is not an interference fit compared to a flat key, bearings are provided at both the front and rear ends of the connected rotor shaft to ensure the smooth rotation of the rotor shaft. The main connected gear shaft usually only has a bearing support at the front end to play a supporting role, and there is no corresponding support structure at the rear end. In order to improve the motor, technicians connect the input shaft and the gear shaft through helical gear meshing. However, helical gear meshing generates a circumferential component force, and the gear shaft only has a bearing at the front end. This design makes the gear shaft prone to yaw under the influence of the circumferential force during the operation of the motor, which in turn causes a series of problems such as spline knocking.
[0041] Specifically, when the gear shaft yaws, it will affect the rotational accuracy of the gear shaft, and may also cause looseness or wear of the spline connection between the gear shaft and the rotor shaft. Moreover, the gap between the splines will change, resulting in impact between the external spline and the internal spline, generating a knocking sound. This knocking sound will not only affect the sound quality of the motor, but may also affect the normal operation of the motor, cause damage to the motor, and reduce the service life of the motor.
[0042] In view of this, in order to solve the above technical problems, the present application provides an anti-yaw structure for a motor, Figure 1 shows a schematic structural diagram of the anti-yaw structure for a motor, as Figure 1 shown, including a housing 1. An electric motor input shaft 2 and a battery gear shaft 3 are fixed in the housing. The electric motor input shaft 2 and the electric motor gear shaft 3 are connected by helical gear meshing. One end of the electric motor gear shaft 2 is provided with an electric motor rotor shaft 4. The electric motor gear shaft 3 and the electric motor rotor shaft 4 are connected by a spline 5. First bearings 41 and second bearings 42 are respectively installed at both ends of the electric motor rotor shaft 4. Third bearings 31 and fourth bearings 32 are respectively installed at both ends of the electric motor gear shaft 3. The fourth bearing 32 is located between the third bearing 31 and the first bearing 41, and the specification of the fourth bearing 32 is larger than that of the third bearing 31.
[0043] In the above solution, the present application installs the third bearing 31 and the fourth bearing 32 with different specifications at both ends of the motor gear shaft 3. Among them, the specification of the fourth bearing 32 is larger than that of the third bearing 31. In this way, during the operation of the motor, the motor input shaft 2 and the motor gear shaft 3 are meshed and connected through helical gears, so that the motor gear shaft 3 generates a certain circumferential component force. While the larger-specification fourth bearing 32 plays a certain auxiliary support role for the motor gear shaft 3, it can also play a certain limiting and constraining role, thereby reducing the circumferential component force generated during the rotation of the motor gear shaft 3, reducing the yaw of the motor gear shaft 3, further reducing the influence of the circumferential component force on the spline 5 between the motor gear shaft 3 and the motor rotor shaft 4, reducing the looseness, wear of the spline 5 and the change of the clearance of the spline 5, and further reducing the impact sound generated by the spline 5, improving the vibration noise of the motor, and enhancing the sound quality and service life of the motor.
[0044] In the present application, the motor gear shaft 3 rotates as the motor input shaft 2 rotates. Since the motor input shaft 2 and the motor gear shaft 3 are meshed by helical gears, the battery gear shaft 3 will generate a circumferential component force in a certain direction (such as a circumferential component force in the clockwise direction) during rotation.
[0045] In some embodiments, the third bearing 31 has a small specification and has low friction, and the fourth bearing 32 has a large specification and has high friction. The specification of the bearing is mainly reflected by its inner diameter and outer diameter. In some embodiments, the outer diameter of the fourth bearing 32 is larger than that of the third bearing 31, and the inner diameter of the fourth bearing 32 is larger than that of the third bearing 31. The present application does not limit the specific specifications of the third bearing 31 and the fourth bearing 32. Those skilled in the art can select according to the performance requirements of the motor, the specifications of the motor input shaft 2, the motor gear shaft 3 and the motor rotor shaft 4, so that the specification of the fourth bearing 32 can meet the bearing capacity, speed limit and service life of the motor gear shaft 3, etc., and can ensure that it meets the operation requirements of the motor.
[0046] In some embodiments, the specifications of the first bearing 41 and the second bearing 42 may be the same as or different from those of the third bearing 31, and the present application does not limit this.
[0047] In some embodiments, Figure 2 For the structural schematic diagram of the motor gear shaft provided by the present application, please refer to Figure 2, the motor gear shaft 3 includes opposite front end face 3A and rear end face 3B. The distance between the third bearing 31 and the front end face 3A of the motor gear shaft is denoted as L1, the distance between the fourth bearing 32 and the rear end face 3B of the motor gear shaft is denoted as L2, and the distance between the front end face 3A and the rear end face 3B of the motor gear shaft is denoted as L0. L1 / L0 is 0 to 0.25 and does not include 0. Specifically, L1 / L0 can be 0.1, 0.15, 0.2, or 0.25, etc. That is to say, the third bearing 31 is installed at the front 1 / 4 of the motor gear shaft 3. L2 / L0 is 0.2 to 0.25. Specifically, L2 / L0 can be 0.2, 0.21, 0.22, 0.23, 0.24, or 0.25, etc. That is to say, the fourth bearing 32 is installed at the rear 1 / 5 to 1 / 4 of the motor gear shaft 3. At the above installation positions, the fourth bearing 32 can meet the requirements of the fitting accuracy between the bearing and the motor gear shaft 3 and the installation space, can ensure that the load is evenly distributed when the motor gear shaft 3 is running, reduce stress concentration, and at the same time can well balance the circumferential component force of the motor gear shaft 3 to ensure the stability of the motor gear shaft 3.
[0048] In some embodiments, the motor rotor shaft 4 has opposite ends: a front end and a rear end, and the front end is closer to the motor gear shaft 3 than the rear end. The first bearing 41 is installed at the front end face of the motor rotor shaft 4, and the second bearing 42 is installed at the rear end face of the motor rotor shaft 4.
[0049] In some embodiments, the fourth bearing 32 is a rolling bearing, and the rolling bearing includes any one of a deep groove ball bearing, a cylindrical roller bearing, and a tapered roller bearing. Preferably, the rolling bearing is selected as a tapered roller bearing, which has a certain nominal contact angle and can more effectively bear the circumferential force.
[0050] In some embodiments, please continue to refer to Figure 1 , the anti-yaw structure for the motor further includes a bearing seat 5. The bearing seat 5 is fixed in the box body 1, and the bearing seat 5 and the fourth bearing 32 are in clearance fit. Further, the bearing seat 5 and the outer ring of the fourth bearing 32 are in clearance fit.
[0051] In some embodiments, the clearance between the bearing seat 5 and the fourth bearing 32 is 0.008 mm to 0.015 mm. Specifically, it can be 0.008 mm, 0.01 mm, 0.012 mm, 0.014 mm, or 0.015 mm, etc. Within the above-defined range, it can ensure that the fourth bearing 32 can stably support the motor gear shaft 3.
[0052] In some embodiments, shaft sleeves are sleeved on both ends of the motor rotor shaft 4. The shaft sleeves are in interference fit with the first bearing 41 and the second bearing 42 respectively, and the shaft sleeves are fixedly connected in the box body 1. The motor rotor shaft 4 is fixed in the box body 1 through the above shaft sleeves.
[0053] In some embodiments, a first gear 21 is sleeved outside the motor input shaft 2, and a second gear 34 is sleeved outside the motor gear shaft 3. Both the first gear 21 and the second gear 34 are helical gears. The first gear 21 and the second gear 34 mesh with each other. Compared with spur gears, helical gears have no meshing blind spots during operation, which can ensure uniform and stable transmission speed. Moreover, the contact ratio between the first gear 21 and the second gear 34 of the helical gears is large, and their load-bearing capacity is higher. The specific type of the helical gears in this application is not limited.
[0054] In some embodiments, the tooth line of the first gear is a cylindrical gear with a helical line.
[0055] In some embodiments, the tooth line of the second gear is a cylindrical gear with a helical line.
[0056] When the cylindrical gear with a helical line is in transmission, it contacts more teeth, making the transmission uniform and less noisy, and it can also transmit greater power.
[0057] In some embodiments, an internal spline is provided on the inner wall of one end of the motor rotor shaft 4 close to the first bearing 41, and an external spline is provided on the outer wall of one end of the motor gear shaft 3 close to the fourth bearing 32. The internal spline and the external spline are in clearance fit.
[0058] In some embodiments, the clearance between the internal spline and the external spline is 0.004 mm to 0.05 mm. Specifically, it can be 0.004 mm, 0.008 mm, 0.012 mm, 0.02 mm, 0.03 mm, 0.04 mm or 0.05 mm, etc. Within the above-defined range, the clearance between the internal spline and the external spline is small, which can further reduce the impact force between the internal spline and the external spline. It can be understood that the clearance between the internal spline and the external spline refers to the distance between the outer wall of the internal spline and the inner wall of the external spline.
[0059] In some embodiments, the motor gear shaft 3 and the motor rotor shaft 4 are also connected by a flexible coupling. The setting of the flexible coupling can absorb the circumferential force and vibration at the connection of the motor gear shaft 3 and the motor rotor shaft 4, and further avoid the problems of yaw of the motor gear shaft 3 and knocking of the spline 5.
[0060] The embodiment of the present application also provides a motor, including the anti-yaw structure for the motor as described above. In this way, the motor can operate with high precision and high efficiency, and has excellent sound quality and good service life.
[0061] In some embodiments, the motor of the present application can be a generator motor, and can be specifically applied to fields such as automobiles, especially new energy vehicles, trains, and airplanes.
[0062] Embodiment
[0063] This embodiment provides a motor. The structural schematic diagram of the motor is as follows Figure 3 shown. The motor includes an anti-yaw structure for the motor, including a box body 1. Inside the box body, a motor input shaft 2 and a battery gear shaft 3 are fixed. The motor input shaft 2 and the motor gear shaft 3 are connected by helical gears in mesh. One end of the motor gear shaft 3 is provided with a motor rotor shaft 4. The motor gear shaft 3 and the motor rotor shaft 4 are connected by a spline 5. Both ends of the motor rotor shaft 4 are respectively installed with a first bearing 41 and a second bearing 42. The models of both the first bearing 41 and the second bearing 42 are 6006, with an inner diameter of 30 mm and an outer diameter of 55 mm. The first bearing 41 is installed at the front end face of the motor rotor shaft 4, and the second bearing 42 is installed at the rear end face of the motor rotor shaft 4. Both ends of the motor gear shaft 3 are respectively installed with a third bearing 31 and a fourth bearing 32. The model of the third bearing 31 is 6006, with an inner diameter of 30 mm and an outer diameter of 55 mm. The third bearing 31 is installed at the front 1 / 4 of the motor gear shaft 3. The model of the fourth bearing 32 is 6007, with an inner diameter of 35 mm and an outer diameter of 62 mm. The fourth bearing 32 is installed at the rear 1 / 5 of the motor gear shaft 3.
[0064] Comparative example
[0065] Figure 4 The structural schematic diagram of the motor provided in the comparative example is different from that of the embodiment in that the fourth bearing is not provided in the motor of this comparative example.
[0066] The motors of the embodiment and the comparative example are subjected to noise detection using Simcenter Testlab software (manufacturer: Siemens). The comparison chart of the noise detection results of the motors of the embodiment and the comparative example is as follows Figure 5 shown, Figure 5 in which the abscissa is frequency (Hz) and the ordinate is time (Time). It can be seen from Figure 5 that: there is more yellow part and the color is heavier between 800 Hz and 1400 Hz in the noise diagram of the comparative example, indicating that the noise of the motor in the comparative example is larger. There is less yellow part and a larger blue-green part between 800 Hz and 1400 Hz in the noise diagram of the embodiment, indicating that the noise of the motor in the embodiment is smaller. Through Figure 5 comparison, it can be shown that the anti-yaw structure for the motor of the present application can effectively reduce the yaw problem of the motor gear shaft 3 and the knocking sound problem of the spline, and reduce the noise of the motor.
[0067] The structure, features and effects of the present utility model have been described in detail based on the embodiments shown in the drawings above. However, the above are only the preferred embodiments of the present utility model. It should be noted that for the technical features involved in the above embodiments and their preferred modes, those skilled in the art can reasonably combine and match them into a variety of equivalent solutions without departing from and changing the design concept and technical effects of the present utility model. Therefore, the scope of implementation of the present utility model is not limited by the drawings shown. Any changes made in accordance with the concept of the present utility model, or equivalent embodiments modified into equivalent changes, should still be within the protection scope of the present utility model as long as they do not exceed the spirit covered by the description and the drawings.
Claims
1. An anti-yaw structure for a motor, characterized in that, The anti-yaw structure for the motor includes a box body, in which a motor input shaft and a motor gear shaft are fixed. The motor input shaft and the motor gear shaft are meshed and connected through a helical gear. One end of the motor gear shaft is provided with a motor rotor shaft, and the motor gear shaft and the motor rotor shaft are connected through a spline. The two ends of the motor rotor shaft are respectively installed with a first bearing and a second bearing, and the two ends of the motor gear shaft are respectively installed with a third bearing and a fourth bearing. The fourth bearing is located between the third bearing and the first bearing, and the specification of the fourth bearing is larger than that of the third bearing.
2. The anti-yaw structure for a motor according to claim 1, characterized in that, The outer diameter of the fourth bearing is larger than that of the third bearing, and the inner diameter of the fourth bearing is larger than that of the third bearing.
3. The anti-yaw structure for a motor according to claim 1, characterized in that, The motor gear shaft includes a relative front end face and a rear end face. The distance between the third bearing and the front end face of the motor gear shaft is denoted as L1, the distance between the fourth bearing and the rear end face of the motor gear shaft is denoted as L2, and the distance between the front end face and the rear end face of the motor gear shaft is denoted as L0. L1 / L0 is 0 to 0.25 and does not include 0, and L2 / L0 is 0.2 to 0.
25.
4. The anti-yaw structure for an electric motor according to claim 1, wherein The fourth bearing is a rolling bearing, and the rolling bearing includes any one of a deep groove ball bearing, a cylindrical roller bearing, and a tapered roller bearing.
5. The anti-yaw structure for a motor according to any one of claims 1 to 4, characterized in that, The anti-yaw structure for the motor further includes a bearing seat, which is fixed in the box body, and the bearing seat and the fourth bearing are in clearance fit.
6. The anti-yaw structure for a motor according to claim 5, characterized in that, The clearance between the bearing seat and the fourth bearing is 0.008 mm to 0.015 mm.
7. The anti-yaw structure for an electric motor according to claim 1, characterized in that The anti-yaw structure for the motor further includes a bushing, which is in interference fit with the first bearing and the second bearing respectively, and the bushing is fixedly connected to the box body.
8. The anti-yaw structure for a motor according to claim 1, wherein, The inner wall of one end of the motor rotor shaft close to the first bearing is provided with an internal spline, and the outer wall of one end of the motor gear shaft close to the fourth bearing is provided with an external spline. The clearance between the internal spline and the external spline is 0.004 mm to 0.05 mm.
9. The anti-yaw structure for a motor according to claim 1, characterized in that, The motor gear shaft and the motor rotor shaft are also connected through a flexible coupling.
10. A motor, characterized in that, It includes the anti-yaw structure for the motor according to any one of claims 1 to 9.