High-frequency heavy-load speed reducer for driving vehicle

Abstract

The utility model discloses a kind of high-frequency heavy load speed reducer of travelling crane, including box, input shaft, output shaft, worm and worm wheel, both ends of the worm and worm wheel are evenly installed with stable bearing on the inner wall of box, the box adopts double-layer composite structure, inner layer is nodular cast iron layer, outer layer is damping alloy layer, and nodular cast iron layer and damping alloy layer interlayer are filled with shock-absorbing gum, cooling pipe of array distribution is installed on the main body outer wall of nodular cast iron layer, and nodular cast iron layer is fixed on the outer wall of stable bearing outer ring portion and installs ring pipe, and ring pipe is communicated with cooling pipe.The utility model forms double-layer damping box structure by setting nodular cast iron layer, shock-absorbing gum and damping alloy layer, effectively reduce the noise caused by box vibration, and the cooling pipe and ring pipe set not only can respectively cool the main transmission area and stable bearing work area in box, accelerate its heat dissipation, also can improve the structural strength of box.

Description

Technical Field

[0001] This utility model relates to the field of speed reducer technology, and in particular to a high-frequency heavy-duty speed reducer for vehicles. Background Technology

[0002] Worm gear reducers have few parts and a compact structure, enabling them to achieve a large reduction ratio within a limited space. They operate based on the meshing transmission between the worm and the worm. The worm is helical in shape, and the worm wheel acts like a meshing gear. When the worm rotates, the worm wheel rotates accordingly, thus achieving the effect of speed reduction and torque increase.

[0003] Under heavy load conditions, the existing worm gear reducer housing is prone to deformation and cracking due to stress concentration or insufficient heat dissipation. Furthermore, gear meshing impact can easily cause housing resonance, and the insufficient rigidity of traditional housings can also generate structural noise.

[0004] Therefore, we propose a high-frequency heavy-duty reducer for vehicles to solve the above problems. Utility Model Content

[0005] The purpose of this invention is to provide a high-frequency heavy-duty speed reducer for vehicles to solve the problems mentioned in the background art.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] A high-frequency heavy-duty reducer for vehicles includes a housing, an input shaft, an output shaft, a worm gear, and a worm wheel. Stabilizing bearings are installed at both ends of the worm gear and the inner wall of the housing. The housing adopts a double-layer composite structure, with an inner layer of ductile iron and an outer layer of damping alloy. Damping rubber is filled between the ductile iron and damping alloy layers. An array of cooling pipes is installed on the outer wall of the ductile iron layer. A ring pipe is installed on the outer wall of the portion of the ductile iron layer fixed to the outer ring of the stabilizing bearing, and the ring pipe is connected to the cooling pipes. A pair of connecting pipes are provided on the cooling pipes, and the connecting pipes extend through the damping alloy layer.

[0008] In a further embodiment, a cap is screwed onto a section of the connecting pipe that extends beyond the damping alloy layer.

[0009] In a further embodiment, the inner ring wall of the ring tube near the ductile iron layer is provided with a plurality of grooves in sequence along the circumference, and the ductile iron layer is provided with a ridge for each groove, the ridge being embedded in the groove.

[0010] In a further embodiment, the inner wall of the ductile iron layer is provided with arrayed protrusions, and grooves are formed on the protrusions, and the cooling pipe is embedded in the grooves of the protrusions.

[0011] In a further embodiment, the outer wall of a portion of the cooling pipe is attached to the inner wall of the damping alloy layer, while the outer wall of another portion of the cooling pipe is embedded in the shock-absorbing rubber.

[0012] In a further embodiment, the contact surfaces of the cooling pipe and the annular pipe with the ductile iron layer and the damping alloy layer are coated with thermally conductive silicone grease.

[0013] In a further embodiment, the outer wall of the damping alloy layer is provided with an array of heat dissipation fins, and the thickness of the heat dissipation fins gradually decreases from the inside to the outside.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] This invention utilizes a double-layer damping housing structure formed by a ductile iron layer, shock-absorbing rubber, and a damping alloy layer. This effectively reduces noise caused by housing vibration. Furthermore, the cooling pipes and ring pipes not only cool the main transmission area and the working area of ​​the stabilizing bearing inside the housing respectively, accelerating heat dissipation, but also enhance the structural strength of the housing. This helps reduce the housing's susceptibility to deformation and cracking due to stress concentration or insufficient heat dissipation, making the reducer more suitable for operation under high-frequency, heavy-load conditions. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the structure of this utility model;

[0017] Figure 2 This is a schematic diagram of the structure of the box body after partial cross-section.

[0018] Figure 3 This is a partial cross-sectional view of the box structure of this utility model;

[0019] Figure 4 This is a partial cross-sectional view of the housing and the mounting point of the stabilizing bearing of this utility model.

[0020] In the diagram: 1. Housing; 2. Input shaft; 3. Output shaft; 4. Worm gear; 5. Worm wheel; 6. Stabilizing bearing; 7. Shock-absorbing rubber; 8. Cooling pipe; 81. Connecting pipe; 82. Cap; 9. Ring pipe; 91. Groove; 10. Thermal grease; 11. Ductile iron layer; 111. Raised ridge; 112. Raised strip; 12. Damping alloy layer; 121. Heat dissipation fin. Detailed Implementation

[0021] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0022] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0024] Please see Figure 1-4 A high-frequency heavy-duty reducer for vehicles includes a housing 1, an input shaft 2, an output shaft 3, a worm 4, and a worm wheel 5. The input shaft 2 is coaxially fixed with the worm 4, and the output shaft 3 is coaxially fixed with the worm wheel 5. The worm 4 and the worm wheel 5 mesh with each other and are installed inside the housing 1. Stabilizing bearings 6 are installed at both ends of the worm 4 and the worm wheel 5 on the inner wall of the housing 1. The input shaft 2 and the output shaft 3 extend out of the housing 1.

[0025] The reducer housing 1 adopts a double-layer composite damping structure, specifically including: an inner layer of high-strength ductile iron 11, which directly bears the installation stress of the worm gear 4, worm wheel 5 and stabilizing bearing 6; an outer layer covered with a high-damping alloy layer 12, preferably zinc-based or aluminum-based damping alloy, for absorbing high-frequency vibration energy, with an array of heat dissipation fins 121 cast on the outer surface of the damping alloy layer 12. The heat dissipation fins 121 have a trapezoidal cross-section and gradually decrease in thickness from the root to the top, increasing the heat dissipation area while ensuring rigidity; and a middle layer is a damping adhesive 7 filled between the ductile iron layer 11 and the damping alloy layer 12, preferably silicone damping adhesive, forming a viscoelastic buffer layer to effectively block the vibration transmission path.

[0026] To enhance heat dissipation and improve structural strength, cooling pipes are integrated into the ductile iron layer 11. These pipes are mainly divided into main cooling pipes and bearing area cooling pipes. The main cooling pipes consist of arrayed protrusions 111 machined on the inner wall of the ductile iron layer 11. These protrusions 111 extend beyond the inner wall of the ductile iron layer 11, forming grooves on the outer wall. Metal cooling pipes 8 are embedded into these grooves and fixed by brazing or press fitting. The outer wall of the cooling pipes 8 near the edge of the housing 1 is directly attached to the inner wall of the damping alloy layer 12, while the middle cooling pipes 8 are embedded in the damping adhesive 7, serving both heat conduction and vibration damping purposes. The bearing area cooling pipes are located on the ductile iron layer 11 at the mounting positions corresponding to the outer ring of the stabilizing bearing 6. The ring tube 9 is assembled, with multiple grooves 91 circumferentially formed on the inner wall of the ring tube 9. At the same time, a raised strip 112 is cast at the corresponding position on the ductile iron layer 11. During assembly, the raised strip 112 is embedded in the groove 91 to prevent circumferential displacement of the ring tube 9. The ring tube 9 is connected to the cooling tube 8 through the connecting branch pipe to form a closed cooling circuit. The cooling tube 8 has connecting pipes 81 extending from both ends, passing through the damping alloy layer 12 to the outside of the housing 1. The exposed end of the connecting pipe 81 is threaded with a cap 82 for daily sealing. During maintenance, it can be connected to an external coolant circulation device. Furthermore, thermally conductive silicone grease 10 is uniformly coated on all contact surfaces of the cooling tube 8, the ring tube 9, the ductile iron layer 11, and the damping alloy layer 12 to reduce contact thermal resistance.

[0027] Working process: When the worm 4 and worm wheel 5 mesh and impact, the ductile iron layer 11 provides rigid support, the vibration is attenuated by the damping rubber 7, the damping alloy layer 12 dissipates energy, and the noise radiated by the housing 1 is reduced.

[0028] After the frictional heat of the stabilizing bearing 6 and the meshing heat of the worm gear 4 and worm wheel 5 are generated, the ductile iron layer 11 absorbs the heat, the thermal grease 10 conducts the heat, the fluid in the cooling pipe 8 / ring pipe 9 carries away the heat, and the heat dissipation fins 121 assist in convection, accelerating the temperature drop of the housing 1.

[0029] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0030] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A high-frequency heavy-duty reducer for vehicles, comprising a housing (1), an input shaft (2), an output shaft (3), a worm gear (4), and a worm wheel (5), characterized in that: Stabilizing bearings (6) are installed at both ends of the worm (4) and the worm wheel (5) on the inner wall of the housing (1). The housing (1) adopts a double-layer composite structure, with an inner layer of ductile iron (11) and an outer layer of damping alloy (12). The space between the ductile iron (11) and the damping alloy (12) is filled with damping rubber (7). Cooling pipes (8) are installed in an array on the outer wall of the main body of the ductile iron (11). A ring pipe (9) is installed on the outer wall of the ductile iron (11) fixed to the outer ring of the stabilizing bearing (6). The ring pipe (9) is connected to the cooling pipe (8). A pair of connecting pipes (81) are provided on the cooling pipe (8), and the connecting pipes (81) penetrate through the damping alloy (12).

2. The high-frequency heavy-duty reducer for cranes according to claim 1, characterized in that: The connecting pipe (81) has a cap (82) screwed onto a section of its thread extending out of the damping alloy layer (12).

3. The high-frequency heavy-duty reducer for cranes according to claim 1, characterized in that: The ring tube (9) has several grooves (91) arranged in sequence along the circumferential direction on the inner ring wall near the ductile iron layer (11), and the ductile iron layer (11) has a ridge (112) corresponding to each groove (91), and the ridge (112) is embedded in the groove (91).

4. The high-frequency heavy-duty reducer for cranes according to claim 1, characterized in that: The inner wall of the ductile iron layer (11) is provided with arrayed protrusions (111), and grooves are formed on the protrusions (111). The cooling pipe (8) is embedded in the groove of the protrusions (111).

5. The high-frequency heavy-duty reducer for cranes according to claim 1, characterized in that: The outer wall of one part of the cooling pipe (8) is attached to the inner wall of the damping alloy layer (12), while the outer wall of the other part of the cooling pipe (8) is embedded in the shock-absorbing rubber (7).

6. The high-frequency heavy-duty reducer for cranes according to claim 1, characterized in that: The contact surfaces of the cooling pipe (8) and the ring pipe (9) with the ductile iron layer (11) and the damping alloy layer (12) are all coated with thermally conductive silicone grease (10).

7. The high-frequency heavy-duty reducer for cranes according to claim 1, characterized in that: The outer wall of the damping alloy layer (12) is provided with an array of heat dissipation fins (121), and the thickness of the heat dissipation fins (121) gradually decreases from the inside to the outside.

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