A wear-resistant powertrain

Abstract

The utility model discloses an anti -wear power assembly relates to the transport vehicle power transmission technical field, including drive motor, speed reducer, transmission shaft, bearing, output component, elastic support and base, the output of drive motor is connected with the input of speed reducer, the output of speed reducer is connected with output component through transmission shaft and bearing, the speed reducer is installed on the base through elastic support, the output shaft axis of speed reducer around drive motor can rotate in the preset angle range. The utility model is to solve the technical problem in the existing power assembly because of the two major problems of the rigid connection of speed reducer and base: one is the abnormal wear of speed reducer caused by the coaxiality deviation during processing or assembly, the second is the damage of components caused by the lack of buffer when impact or overload, and the structural stability and service life of power assembly are further improved.

Description

Technical Field

[0001] This utility model relates to the field of power transmission technology for transport vehicles, and specifically to an anti-wear power assembly. Background Technology

[0002] In the field of power transmission for pallet trucks, the powertrain typically consists of a drive motor, reducer, drive shaft, output components (such as sprockets and gears), and base. Its core function is to transmit the power from the drive motor to the working mechanism through the output components after reduction and torque amplification. In existing technologies, the reducer and base are mostly rigidly connected (e.g., directly fixed with bolts). This connection method has the following drawbacks: when the base machining accuracy is insufficient (e.g., misalignment of mounting holes) or assembly errors occur, misalignment can easily occur between the reducer, drive motor, and drive shaft, leading to uneven stress on internal components such as gears and bearings, causing abnormal wear and severely shortening the reducer's service life; when the powertrain is subjected to impact loads (e.g., sudden overload or sudden change in operating conditions), the rigid connection cannot buffer the impact force, which acts directly on the reducer and drive motor, easily causing damage to core components and reducing the overall structural stability. Utility Model Content

[0003] Technical problem to be solved by the utility model

[0004] The technical problem to be solved by this utility model is two major problems caused by the rigid connection between the reducer and the base in the existing powertrain: one is the abnormal wear of the reducer caused by the coaxiality deviation during processing or assembly; the other is the damage to the components caused by the lack of buffering during impact or overload, thereby improving the structural stability and service life of the powertrain.

[0005] Technical solution

[0006] To solve the above problems, the technical solution provided by this utility model is as follows:

[0007] A wear-resistant powertrain includes a drive motor, a reducer, a transmission shaft, bearings, an output component, an elastic support, and a base. The output end of the drive motor is connected to the input end of the reducer, and the output end of the reducer is connected to the output component via the transmission shaft and bearings. The reducer is mounted on the base via the elastic support, and the reducer is rotatable within a preset angle range around the output shaft axis of the drive motor.

[0008] The powertrain structure consists of a drive motor, a reducer, a transmission shaft, bearings, output components, a flexible support, and a base. Each component achieves its core function through specific connections: the drive motor serves as the power source, and its output end is connected to the input end of the reducer to transmit power, which is then processed by the reducer; the output end of the reducer is connected to the output components through the transmission shaft and bearings to transmit the processed power outward; the design of the reducer being mounted on the base with a flexible support is a key improvement of this structure. The flexible support allows the reducer to rotate around the output shaft axis of the drive motor within a preset angle range, which can compensate for deviations caused by poor coaxiality of the machined parts during installation, avoid abnormal wear of the reducer, and also play a buffering role when subjected to impact or overload, protecting the power components, thereby improving the overall structural stability and the service life of the reducer.

[0009] Optionally, the elastic support includes at least one elastic element, which is a spring, a rubber pad, or an elastic column.

[0010] The elastic support is further defined to include at least one elastic element, which can be a spring, a rubber pad, or an elastic column. The core function of this structural design is to achieve a flexible connection through the inherent characteristics of the elastic elements: springs can provide stable buffering force and restoring capability through their elastic deformation; rubber pads can absorb vibration and impact through the elastic deformation of their material; and elastic columns can provide a certain angular adjustment margin while ensuring support strength. These elastic elements, as the core components of the elastic support, directly support the reducer and give it rotational freedom, ensuring reliable elastic performance in compensating for coaxiality deviations and buffering impacts. They are a key structural supplement for achieving flexible connections in the powertrain and reducing abnormal wear of the reducer.

[0011] Optionally, the elastic support includes at least three elastic elements evenly distributed along the outer circumference of the reducer.

[0012] The elastic support is further defined as at least three elastic elements evenly distributed along the outer circumference of the reducer. The core function of this structural design is to provide stable and balanced support force to the reducer through multiple and evenly distributed elastic elements. Even distribution ensures that the reducer experiences more balanced forces in all directions when rotating around the output shaft axis of the drive motor to compensate for coaxiality deviations, avoiding excessive wear of the elastic elements or tilting of the reducer due to excessive localized forces. The presence of at least three elements forms a stable support structure, enhancing the rigidity and reliability of the overall connection, better cooperating with the buffering effect of the elastic elements, and more evenly dispersing forces during impacts or overloads, further ensuring the structural stability of the powertrain.

[0013] Alternatively, the output component may be a sprocket, a timing pulley, or a gear.

[0014] The output component is further specified as a sprocket, timing pulley, or gear. The function of this structural design is to enhance the adaptability and practicality of the powertrain by clearly defining the selectable types of output components. Different output components correspond to different transmission methods: sprockets are suitable for chain drives, timing pulleys for timing belt drives, and gears for gear meshing drives. Appropriate output components can be selected based on specific application scenarios and transmission requirements, ensuring that the powertrain can flexibly connect to different working mechanisms, maintaining high efficiency and stability during power transmission. Simultaneously, in conjunction with structures such as elastic supports, this achieves the core objectives of reducing abnormal wear on the reducer and improving overall stability.

[0015] Optionally, the drive motor is fixedly mounted on the base, and the drive motor and the base are rigidly connected.

[0016] The drive motor is rigidly mounted on the base. This structural design ensures the positional stability of the power input source by rigidly connecting the drive motor to the base, providing a stable reference support for the entire powertrain. As the starting point of power output, the rigid fixation of the drive motor guarantees the positional accuracy of the output shaft, preventing motor displacement from affecting the stability of power transmission to the reducer input. Simultaneously, it works in conjunction with the flexible connection to the reducer via elastic support. When the reducer shifts due to compensating for coaxiality deviations or buffering impacts, the rigid fixation of the motor maintains the continuity of power input, ensuring reliable operation of the power transmission chain and collectively improving the overall stability of the powertrain.

[0017] Alternatively, the bearing may be a deep groove ball bearing or a tapered roller bearing.

[0018] The bearings are limited to either deep groove ball bearings or tapered roller bearings. The function of this structural design is to ensure flexible rotation and stable support between the drive shaft and output components by clearly defining the compatible bearing type. Deep groove ball bearings have excellent radial load-carrying capacity and high-speed rotation performance, accommodating radial forces on the drive shaft and reducing rotational friction; tapered roller bearings can simultaneously withstand radial and axial loads, making them suitable for transmission scenarios with axial forces. Both bearing types ensure efficient power transmission between the drive shaft and output components, reducing power loss due to bearing jamming or wear. Combined with elastic supports and other structures, they work together to maintain stable operation of the powertrain, indirectly helping to solve abnormal wear problems in the reducer caused by coaxiality misalignment.

[0019] Alternatively, the reducer can be connected to the drive shaft via a spline or a coupling.

[0020] Spline connections offer high load-bearing capacity and centering accuracy, allowing for a certain degree of axial movement or minor angular deviation while transmitting torque. This adapts to the fine-tuning of rotation caused by the elastic support of the reducer. Coupling connections, on the other hand, can compensate for the relative displacement between the two shafts (such as radial, axial, or angular deviations) through their own structure, further buffering the impact and vibration during power transmission. This ensures that when the reducer rotates around the output shaft of the drive motor, power can still be efficiently and smoothly transmitted from the reducer to the drive shaft, avoiding additional wear caused by uneven stress on the connection points. Thus, together with structures such as elastic supports, they enhance the reliability and service life of the powertrain.

[0021] Alternatively, the base may be a one-piece molded structure.

[0022] The one-piece molded structure avoids the precision errors and weak points in strength caused by splicing or welding of the split base. It can ensure that the installation position accuracy of components such as drive motor and elastic support is easier to control, and reduce the coaxiality problem between the reducer and drive motor and transmission shaft caused by base deformation or assembly deviation. At the same time, the rigid structure of the one-piece molded structure can better disperse the load and impact force generated during the operation of the powertrain. With the buffering effect of the elastic support, it can further enhance the impact resistance of the overall structure, provide a more reliable support environment for core components such as reducer, indirectly reduce abnormal wear, and extend the service life of the powertrain.

[0023] Beneficial effects

[0024] Compared with the prior art, the technical solution provided by this utility model has the following advantages:

[0025] Solving coaxiality deviation problems: By utilizing the rotational freedom of elastic supports, abnormal wear of the reducer due to installation / machining errors is avoided, thus extending its service life;

[0026] Buffer protection: In the event of impact or overload, the elastic support absorbs energy, reducing damage to the reducer and drive motor, and improving structural stability;

[0027] Highly adaptable: Output components can be flexibly replaced (sprockets, timing pulleys, etc.), making it suitable for various transmission scenarios. Attached Figure Description

[0028] Figure 1 A schematic diagram of the structure of an anti-wear powertrain proposed in an embodiment of this utility model;

[0029] Figure 2 An exploded view of an anti-wear powertrain according to an embodiment of this utility model;

[0030] Figure 3 A cross-sectional view of an anti-wear powertrain proposed for an embodiment of the present invention;

[0031] 1. Drive motor; 2. Accelerator; 21. Spring mounting plate; 3. Drive shaft; 4. Bearing; 5. Sprocket; 6. Elastic support; 7. Base; 71. Motor mounting position; 72. Through shaft seat; 73. Vertical plate; 8. Bearing seat. Detailed Implementation

[0032] To further understand the content of this utility model, a detailed description of this utility model will be provided in conjunction with the accompanying drawings and embodiments.

[0033] Example 1

[0034] Combined with appendix Figure 1-3 A wear-resistant powertrain includes a drive motor 1, a reducer, a transmission shaft 3, a bearing 4, an output component, an elastic support 6, and a base 7. The output end of the drive motor 1 is connected to the input end of the reducer, and the output end of the reducer is connected to the output component through the transmission shaft 3 and the bearing 4. The reducer is mounted on the base 7 through the elastic support 6, and the reducer can rotate around the output shaft axis of the drive motor 1 within a preset angle range.

[0035] The drive motor 1 provides power input, which is transmitted through the reducer and then through the drive shaft 3 and bearing 4 to the output component (shown as sprocket 5 in the figure, but can also be replaced by synchronous pulley, etc.). The reducer and the base 7 are not rigidly connected, but are flexibly installed through the elastic support 6. When the machining accuracy of the base 7 is insufficient, resulting in misalignment of the mounting holes, the reducer can obtain a certain degree of rotational freedom with the help of the elastic support 6, eliminating the adverse effects of coaxiality deviation. When encountering impact or exceeding the rated load, the elastic support 6 can buffer the external force through its own characteristics, reducing damage to the various components of the powertrain.

[0036] Figure 1 The powertrain is shown from an isometric perspective. The drive motor 1 and the reducer 2 are mounted on the motor mounting position 71 of the base 7. A spring mounting plate 21 and an elastic support 6 (the spring structure is visible) are located next to the reducer 2. The drive shaft 3 runs through the top of the base, and both ends are supported by bearing seats 8 and bearings 4. A sprocket 5 is mounted on the shaft end. The base 7 also has a shaft seat 72 through which the drive shaft 3 can pass. The vertical plate 73, together with the bearing seats 8 and the mounting positions, forms the support frame for the components, clearly showing the spatial layout of each component. The drive motor power is transmitted to the drive shaft via the reducer and then output through the sprocket. The elastic support can buffer the impact and vibration during operation.

[0037] Figure 2The exploded isometric view clearly shows the components: the drive motor 1 and reducer 2 (including spring mounting plate 21) are displayed independently, and the assembly relationship between the elastic support 6 (spring) and reducer 2 is clear; the transmission shaft 3, bearing 4, sprocket 5, and bearing housing 8 form a group of transmission components, and the installation method of the shaft, bearing, and sprocket can be observed; the base 7 is divided into substructures such as motor mounting position 71, shaft seat 72, and vertical plate 73. The components are combined by bolts, shaft holes, etc., which fully presents the logic of the powertrain from the dispersion of components to the overall assembly. It can intuitively understand the power transmission path of the drive motor (motor → reducer → transmission shaft → sprocket), as well as the supporting and buffering effect of the elastic support and base substructure on the components.

[0038] Figure 3 The cross-sectional view of the powertrain shows the drive motor 1 and the reducer 2 arranged sequentially on the base 7. The output end of the reducer 2 is connected to the drive shaft 3 that runs through the base. Both ends of the drive shaft 3 are supported by bearings 4 on bearing seats 8, and sprockets 5 are mounted on the shaft ends. The base 7 is a one-piece structure that provides the mounting base for all components. The elastic support 6 (although the details of the elastic structure are not clearly shown in the cross-sectional view, its function can be understood by combining it with other figures) is used to buffer vibration. The bearings 4 ensure the smooth rotation of the drive shaft 3. All components are mechanically connected to form a complete power transmission path, showing the internal structural relationship from the input of the drive motor, the speed change of the reducer, to the output of the drive shaft.

[0039] Combined with appendix Figure 1 , 2 The elastic support 6 includes at least one elastic element, which is a spring, a rubber pad, or an elastic column.

[0040] In practical implementation, the elastic elements included in the elastic support 6 must be adapted to the overall structure and working requirements of the powertrain. For example, when the output form is a sprocket 5, a rubber pad can be selected as the elastic element because it can effectively absorb vibrations during transmission and is easy to install. The reducer and the base 7 can be connected by bolts through the rubber pad, so that when there is a coaxiality deviation in the mounting holes of the base 7, the deformation of the rubber pad can be used to make fine-tuning of the angle. If the powertrain needs to withstand a large load, a spring can also be selected as the elastic element. The extension and contraction characteristics of the spring can provide more stable buffering and support, ensuring that the reducer is effectively protected under impact or overload, thereby working with other components to reduce abnormal wear and improve stability.

[0041] The elastic support 6 includes at least three elastic elements evenly distributed along the outer circumference of the reducer.

[0042] In practical implementation, at least three elastic elements evenly distributed along the outer circumference of the reducer can be in the form of rubber pads. For example, when the output form of the powertrain is a sprocket 5, three rubber pads are evenly arranged at a 120° angle on the outer circumference of the reducer housing, and the rubber pads are connected to the reducer and the base 7 respectively by bolts. This distribution method allows the reducer to smoothly achieve angle fine adjustment through the coordinated deformation of the three rubber pads when there is a coaxiality deviation in the mounting holes of the base 7, avoiding local stress concentration; when encountering impact or exceeding the rated load, the three rubber pads can synchronously play a buffering role, evenly absorbing the impact force, protecting the reducer and other power components, thereby effectively solving the problem of abnormal wear and improving the stability and service life of the overall structure.

[0043] The output components are sprocket 5, timing pulley, or gear.

[0044] In practical implementation, the selection of output components must match the application scenario of the powertrain. For example, when the powertrain is used in applications requiring long distances and large transmission ratios, sprocket 5 can be selected as the output component, connected to the external working mechanism via a chain. In this case, sprocket 5 is connected to the output end of the reducer via drive shaft 3 and bearing 4. While the reducer compensates for coaxiality deviations and buffers impacts with the help of elastic support 6, sprocket 5 can stably transmit power. If it is applied to applications requiring high transmission accuracy, synchronous pulleys can be selected. The zero-slip characteristic of synchronous belts ensures transmission accuracy. Synchronous pulleys also cooperate with the reducer via drive shaft 3 and bearing 4. Under the action of elastic support 6, it is ensured that the reducer is not prone to abnormal wear due to installation deviations or other problems during power transmission, thereby achieving stable operation of the overall structure.

[0045] The drive motor 1 is fixedly mounted on the base 7, and the drive motor 1 and the base 7 are rigidly connected.

[0046] In practical implementation, the drive motor 1 is fixed to the base 7 by rigid connecting parts such as bolts, and its output end is directly connected to the input end of the reducer to transmit power. For example, when the output component in the powertrain is the sprocket 5, the drive motor 1 is firmly installed at a specific position on the base 7 and will not change its position due to the rotation or displacement of the reducer through the elastic support 6, thereby ensuring the stability of the power transmission path between the drive motor 1 and the reducer. Even if there are machining accuracy deviations in the base 7 that cause the reducer to make minor angle adjustments through the elastic support 6, or if the reducer is buffered by the elastic support 6 when encountering impact or overload, the rigid fixation of the drive motor 1 can still ensure that power is continuously and stably input to the reducer, and together with other components, achieve the effect of reducing abnormal wear of the reducer and improving structural stability.

[0047] Bearing 4 is either a deep groove ball bearing or a tapered roller bearing.

[0048] In practical implementation, the selection of bearing 4 must match the transmission requirements of the powertrain. For example, when the output component is a sprocket 5, a deep groove ball bearing 4 can be used between the drive shaft 3 and the sprocket 5. Its structure is simple and easy to install, and it can effectively support the radial force of the drive shaft 3, ensuring that the sprocket 5 rotates smoothly with the drive shaft 3. Even if the reducer makes a small angle adjustment through the elastic support 6 to compensate for the coaxiality deviation, the deep groove ball bearing 4 can still adapt to the small positional changes of the drive shaft 3 and maintain the smoothness of transmission. If the powertrain has a large axial force during operation, such as when the output component is a synchronous pulley and there is axial movement during transmission, a tapered roller bearing 4 can be selected. Through its characteristic of bearing axial force, the bearing 4 is prevented from being damaged due to excessive axial load, ensuring the stability of power transmission. Together with other components, it can achieve the purpose of improving the structural stability of the powertrain and the service life of the reducer.

[0049] The reducer is connected to the drive shaft 3 via a spline or a coupling.

[0050] In practical implementation, the connection method between the reducer and the drive shaft 3 can be selected according to the actual working conditions of the powertrain. For example, when the powertrain needs to transmit a large torque and has high requirements for connection rigidity, a spline connection can be used. The external spline at the output end of the reducer meshes with the internal spline at the input end of the drive shaft 3 to achieve direct power transmission. Even if the reducer rotates slightly due to the elastic support 6 to compensate for coaxiality deviation, the tooth backlash of the spline can adapt to this small displacement, ensuring the continuity of transmission. If the powertrain may experience significant shaft system deviation during operation (such as instantaneous displacement under impact load), a coupling connection can be used, such as an elastic coupling. The coupling absorbs deviation and impact through the deformation of the intermediate elastic element. When the reducer buffers the impact through the elastic support 6, the coupling can further weaken the force fluctuation of the drive shaft 3, avoid damage to the connection part due to rigid impact, ensure stable power transmission from the reducer to the output component, and work with other structures to reduce wear and improve stability.

[0051] The base 7 is a one-piece molded structure.

[0052] In practical implementation, the one-piece base 7 can be manufactured using casting or forging processes. Its overall structure must be adapted to the installation requirements of the drive motor 1, the reducer, and the elastic support 6. For example, the base 7 will have pre-drilled rigid mounting holes for the drive motor 1 to ensure stable positioning after the motor is fixed. At the same time, a connection structure matching the elastic element (such as a boss or screw hole for fixing a spring, rubber pad, or elastic column) is provided in the mounting area corresponding to the reducer. The positional accuracy of these mounting structures is ensured by the one-piece molding process, avoiding positional deviations caused by the separate processing of the base 7. When the machining accuracy of the base 7 is slightly insufficient or the powertrain is subjected to impact, the one-piece base 7 will not undergo additional deformation due to its own structural problems. It can stably support the reducer to perform angle fine-tuning or buffering actions through the elastic support 6, ensuring that the rigid fixation of the drive motor 1 and the flexible installation of the reducer form an effective cooperation. All components work together under the support of the one-piece base 7 to reduce wear and improve stability.

[0053] The present invention and its embodiments have been described above illustratively. This description is not restrictive, and the figures shown are only one embodiment of the present invention; the actual structure is not limited thereto. Therefore, if those skilled in the art are inspired by this description and design similar structures and embodiments without departing from the inventive spirit of the present invention, such designs should fall within the protection scope of the present invention.

Claims

1. A wear-resistant powertrain, characterized in that, It includes a drive motor, a reducer, a transmission shaft, bearings, an output component, an elastic support, and a base; the output end of the drive motor is connected to the input end of the reducer, and the output end of the reducer is connected to the output component through the transmission shaft and bearings; the reducer is mounted on the base through the elastic support, and the reducer can rotate around the output shaft axis of the drive motor within a preset angle range.

2. The wear-resistant powertrain according to claim 1, characterized in that, The elastic support includes at least one elastic element, which is a spring, a rubber pad, or an elastic column.

3. The wear-resistant powertrain according to claim 2, characterized in that, The elastic support includes at least three elastic elements evenly distributed along the outer circumference of the reducer.

4. The wear-resistant powertrain according to claim 1, characterized in that, The output component is a sprocket, a timing pulley, or a gear.

5. The wear-resistant powertrain according to claim 1, characterized in that, The drive motor is fixedly mounted on the base, and the drive motor and the base are rigidly connected.

6. The wear-resistant powertrain according to claim 1, characterized in that, The bearing is a deep groove ball bearing or a tapered roller bearing.

7. The wear-resistant powertrain according to claim 1, characterized in that, The reducer is connected to the drive shaft via a spline or a coupling.

8. A wear-resistant powertrain according to any one of claims 1 to 7, characterized in that, The base is a one-piece molded structure.

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