Parallel axis main reducer assembly for electrically driven microcar

Abstract

A parallel axis main reducer assembly for electric drive micro car, including main reducer shell and main reducer shell in turn by drive end to output end a primary driving gear, a primary driven gear, a secondary driving gear, a secondary driven gear, a primary driven gear, a secondary driving gear parallel rotation setting in the middle part of main reducer shell, and the secondary driving gear both ends rotation setting in main reducer shell, a primary driving gear rotation setting in one end of main reducer shell, a primary driving gear and a primary driven gear mesh, a secondary driven gear rotation setting in the other end of main reducer shell, and fixed in main reducer shell through differential bearing support.The utility model discloses to the optimization design of sealed structure such as sealing cover plate, oil seal and main reducer shell, so that the utility model can be applied to 1.5-2 tons electric drive micro car, micro face vehicle type, can effectively reduce market failure rate, improve main reduction comprehensive strength.

Description

Technical Field

[0001] This utility model relates to the field of speed reducer technology, specifically a parallel shaft main speed reducer assembly for electric drive micro-trucks. Background Technology

[0002] As a core component of the powertrain system in new energy electric vehicles, the development of the electric drive main reducer assembly has profound significance for the performance, efficiency, and reliability of new energy vehicles. Its development is not only a technological upgrade of traditional transmission systems but also a core innovation to meet the demands of electrification and intelligentization. The significance and necessity of the new energy main reducer development project are mainly reflected in improving powertrain efficiency, enhancing vehicle performance, reducing costs, and promoting technological innovation. With the rapid development of the new energy vehicle market, the optimized design of the main reducer assembly will become one of the key factors in enhancing the competitiveness of the entire vehicle. Currently, there are numerous types of electric drive main reducers on the market, with various axle manufacturers competing. As a core component of the drive axle, the main reducer assembly also exhibits a wide variety of product characteristics, both internally and externally. However, current market feedback indicates that main reducer assemblies suffer from serious problems such as abnormal noise, gear wear, and oil leaks. Compared to traditional fuel-powered main reducers, electric drive parallel shaft main reducers involve more gears and have a more complex structure. When a main reducer fails, it presents more complex repair challenges. Therefore, improving the quality of electric drive main reducer assemblies is urgently needed. Utility Model Content

[0003] To address the aforementioned problems, the purpose of this invention is to provide a parallel shaft main reducer assembly for electric drive micro-trucks.

[0004] To achieve the above objectives, the technical solution of this utility model is as follows: a parallel shaft main reducer assembly for an electric drive micro-truck, comprising a main reducer housing and a first-stage drive gear, a first-stage driven gear, a second-stage drive gear, and a second-stage driven gear arranged sequentially from the drive end to the output end within the main reducer housing. The first-stage driven gear and the second-stage drive gear are rotatably arranged in parallel in the middle part of the main reducer housing, and the two ends of the second-stage drive gear are rotatably arranged within the main reducer housing. The first-stage drive gear is rotatably arranged at one end of the main reducer housing and meshes with the first-stage driven gear. The second-stage driven gear is rotatably arranged at the other end of the main reducer housing and is supported and fixed to the main reducer housing by a differential bearing. The second-stage driven gear meshes with the second-stage drive gear. Both ends of the secondary drive gear and one end of the primary drive gear are covered with sealing covers fixed to both sides of the main reducer housing. An oil seal assembly is installed inside the main reducer housing at the other end of the primary drive gear and is fitted around the primary drive gear.

[0005] A ring-shaped motor flange is fixed to the outside of the main reducer housing at one end of the motor connection of the primary drive gear.

[0006] Furthermore, the secondary driven gear is bolted to the differential assembly inside the other end of the main reducer housing.

[0007] Furthermore, the primary drive gear is supported and fixed inside the main reducer housing by four-point angular contact ball bearings on both sides.

[0008] Furthermore, both ends of the secondary drive gear are rotatably supported within the main reducer housing by tapered roller bearings.

[0009] Furthermore, differential bearings are installed at both ends of the differential assembly, and the outer side of each differential bearing is fixedly connected to the inner wall of the reducer housing.

[0010] Furthermore, multiple bent oil baffle assemblies are bolted to the inner wall of the main reducer housing surrounding the primary drive gear body. The oil baffle assemblies are arranged along the axial direction of the primary drive gear.

[0011] Additionally: 1. The rational design of internal gear parameters makes the main reduction assembly structure more compact. High-strength gear material 20CrMnTiH is selected. Through tooth profile optimization, the gear teeth are modified. Tooth tip edge modification can reduce meshing impact, reduce noise and vibration. Tooth root modification can reduce tooth root stress concentration and improve bending strength. Through drum-shaped modification and end modification, the tooth load distribution is improved and edge contact is avoided. By optimizing the processing technology (such as grinding and heat treatment), residual stress is controlled and the fatigue strength of the gear is improved.

[0012] 2. The starting torque at each level can be adjusted through three adjusting nuts, which can better achieve precise control of the starting torque at each level, thereby improving the smoothness of starting and transmission efficiency, optimizing transmission energy consumption, and extending the service life of the main reduction gear.

[0013] 3. The bearing at the first-stage drive gear shaft is a four-point angular contact bearing. Compared with ordinary deep groove ball bearings, four-point angular contact bearings have advantages in many aspects, such as high axial and radial load capacity, bidirectional axial load capacity, high rigidity, high speed performance, long service life and reliability. They can adapt to more complex working conditions. Electric drive systems may face complex working conditions such as vibration and shock. Four-point angular contact bearings can effectively cope with these challenges and ensure stable system operation.

[0014] 4. Under high-speed rotation conditions of the primary drive gear shaft, a brand-new oil seal structure is adopted. The oil seal has been redesigned according to the usage environment. By selecting a specially designed oil seal that is applicable to both forward and reverse rotation, and designing a special bidirectional oil return line, it is possible to match different rotation requirements and avoid oil leakage problems caused by rotation mismatch in different usage environments. Through reasonable design and optimization of the oil return line, the sealing performance and service life of the oil seal can be significantly improved.

[0015] Through the above design and improvements, this utility model has undergone multiple rounds of finite element structural strength, stiffness and simulation analysis, as well as fatigue, transmission efficiency, NVH, sealing and other tests. The overall structure and connection have been optimized, especially the sealing structure such as the sealing cover plate, oil seal and main reducer housing. This makes this utility model applicable to 1.5-2 ton electric drive micro-trucks and microvans, effectively reducing the market failure rate and improving the overall strength of the main reducer. Attached Figure Description

[0016] The present invention will now be further described with reference to the accompanying drawings.

[0017] Figure 1 This is a schematic diagram of the internal structure of the present invention; Figure 2 This is a schematic diagram of the installation structure of the oil baffle assembly of this utility model; Figure 3 This is a three-dimensional rendering of the present invention. Detailed Implementation

[0018] Example

[0019] like Figure 1-2 As shown, a parallel shaft main reducer assembly for an electric drive micro-truck includes a main reducer housing 1 and a first-stage drive gear 2, a first-stage driven gear 3, a second-stage drive gear 4, and a second-stage driven gear 5 arranged sequentially from the drive end to the output end within the main reducer housing 1. The first-stage driven gear 3 and the second-stage drive gear 4 are rotatably arranged in parallel in the middle part of the main reducer housing 1, and the two ends of the second-stage drive gear 4 are rotatably arranged within the main reducer housing 1. The first-stage drive gear 2 is rotatably arranged at one end of the main reducer housing 1 and meshes with the first-stage driven gear 3. The second-stage driven gear 5 is rotatably arranged at the other end of the main reducer housing 1 and is supported and fixed to the main reducer housing 1 by a differential bearing 8. The second-stage driven gear 5 meshes with the second-stage drive gear 4. Specifically: Both ends of the secondary drive gear 4 and one end of the primary drive gear 2 are covered with sealing covers 9 fixed to both sides of the main reducer housing 1. An oil seal assembly 10, fitted around the primary drive gear 2, is installed inside the main reducer housing 1 at the other end of the primary drive gear 2. An annular motor flange 11 is fixed to the outside of the main reducer housing 1 at the motor connection end of the primary drive gear 2. The secondary driven gear 5 is bolted to the differential assembly 12 inside the other end of the main reducer housing 1. The primary drive gear 2 is connected to two... The four-point angular contact ball bearing 6 on the side is supported and fixed inside the main reducer housing 1. The two ends of the second-stage drive gear 4 are rotatably supported inside the main reducer housing 1 by tapered roller bearings 7. Differential bearings 8 are installed at both ends of the differential assembly 12. The outer side of each differential bearing 8 is fixedly connected to the inner side wall of the reducer housing 1. Multiple bent oil baffle assemblies 13 are fixed to the outer periphery of the main reducer housing 1 of the first-stage drive gear 2 by bolts. The oil baffle assemblies 13 are arranged along the axial direction of the first-stage drive gear 2.

[0020] The specific installation is as follows: First, press the four-point angular contact ball bearing into the splined end of the first-stage drive gear. Then, press the bearing retaining ring into the splined end of the first-stage drive gear. Next, press the four-point angular contact ball bearing into the bearing seat at the other end of the first-stage drive gear. Then, press this assembly into the main reducer housing assembly. Install the bearing fastening bolts and bearing locking washers to lock the bearing. Install the bearing adjusting nut and adjust the starting torque of the first-stage drive gear. Assemble the combination bolts and adjusting nut locking plates to lock the bearing adjusting nut. After pressing the tapered roller bearing into one end of the second-stage drive gear, install it into the main reducer housing assembly. Finally, install the first-stage driven gear assembly into the second-stage drive gear. After the spline fit is achieved, press it to the bottom, then press in the tapered roller bearing at this end. Assemble the sealing retaining ring and sealing cover plate, assemble the bearing adjusting nut and adjust the starting torque, assemble the combination bolts and adjusting nut locking plate to lock the bearing adjusting nut; assemble the differential assembly and the secondary driven gear together using hexagonal flange bolts, press the differential bearing to both ends of the differential assembly, install this component into the previously assembled assembly, install the bearing adjusting nut, adjust the assembly rotation torque, assemble the stop lock to lock the bearing adjusting nut, assemble the other side sealing cover plate, assemble the motor flange and O-ring, and complete the main reducer assembly assembly. The above nuts and bolts are standard parts.

[0021] The working principle of this utility model is the same as that of the existing reducer. The motor drives the drive shaft 7, which then drives the half-shaft gear in the differential assembly to rotate through the gear transmission, thereby realizing the output of power. The diameter of each gear can be matched as needed. The difference is that by setting the sealing structure such as the sealing cover plate, oil seal and the optimized design of the main reducer housing, the problems of abnormal noise, gear grinding and oil leakage of the main reducer assembly are effectively reduced. The oil baffle assembly 13 is fixed to the inner wall of the housing by bolts (e.g. Figure 3 At the location indicated by the arrow (this 3D diagram hides the primary drive gear), when the vehicle is traveling forward, the primary drive gear rotates counterclockwise when viewed from the left, and the primary driven gear meshing with it rotates clockwise (when viewed from the left). During gear operation, without the oil baffle assembly 13, most of the oil thrown up by the primary driven gear would only be thrown onto the inner wall of the primary drive gear and the main reducer housing. However, this utility model is equipped with the oil baffle assembly 13, so the thrown-up oil can be thrown onto the primary drive gear, and the oil thrown onto the oil baffle assembly 13 can be dispersed to both sides of the oil baffle assembly 13, that is, onto the bearings on both sides of the primary drive gear. This can provide better lubrication for the primary drive gear, especially the deep groove ball bearings on both sides.

[0022] The above description is merely an illustrative embodiment of this utility model and is not intended to limit the scope of this utility model. Any equivalent changes and modifications made by those skilled in the art without departing from the concept and principles of this utility model should fall within the protection scope of this utility model.

Claims

1. A parallel shaft main reducer assembly for an electric micro-truck, comprising a main reducer housing (1) and, within the main reducer housing (1), a first-stage driving gear (2), a first-stage driven gear (3), a second-stage driving gear (4), and a second-stage driven gear (5), arranged sequentially from the drive end to the output end, characterized in that: The first-stage driven gear (3) and the second-stage driving gear (4) are arranged in parallel and rotate in the middle part of the main reducer housing (1), and the two ends of the second-stage driving gear (4) are arranged in the main reducer housing (1). The first-stage driving gear (2) is arranged in one end of the main reducer housing (1). The first-stage driving gear (2) meshes with the first-stage driven gear (3). The second-stage driven gear (5) is arranged in the other end of the main reducer housing (1) and is supported and fixed in the main reducer housing (1) by the differential bearing (8). The second-stage driven gear (5) meshes with the second-stage driving gear (4). The two ends of the secondary drive gear (4) and one end of the primary drive gear (2) are respectively covered with sealing cover plates (9) fixed on both sides of the main reducer housing (1). An oil seal assembly (10) is provided inside the main reducer housing (1) at the other end of the primary drive gear (2) and sleeved on the outside of the primary drive gear (2).

2. The parallel shaft main reducer assembly for an electric micro-truck as described in claim 1, characterized in that: An annular motor flange (11) is fixed on the outside of the main reducer housing (1) at one end of the motor connection of the first-stage drive gear (2).

3. The parallel shaft main reducer assembly for an electric micro-truck as described in claim 1, characterized in that: The secondary driven gear (5) is fixed to the differential assembly (12) at the other end of the main reducer housing (1) by bolts.

4. The parallel shaft main reducer assembly for an electric micro-truck as described in claim 1, characterized in that: The primary drive gear (2) is supported and fixed inside the main reducer housing (1) by four-point angular contact ball bearings (6) on both sides.

5. The parallel shaft main reducer assembly for an electric drive micro-truck as described in claim 1, characterized in that: The two ends of the secondary drive gear (4) are rotatably supported in the main reducer housing (1) by tapered roller bearings (7).

6. The parallel shaft main reducer assembly for an electric micro-truck as described in claim 3, characterized in that: Differential bearings (8) are installed at both ends of the differential assembly (12), and the outer side of each differential bearing (8) is fixedly connected to the inner wall of the reducer housing (1).

7. The parallel shaft main reducer assembly for an electric micro-truck as described in claim 1, characterized in that: The outer wall of the main reducer housing (1) of the primary drive gear (2) is fixed with bolts to a multi-bent oil baffle assembly (13), which is arranged along the axial direction of the primary drive gear (2).

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