Speed reducer and vehicle

Abstract

The utility model relates to the field of automobile technology discloses a reducer and vehicle, the shell is equipped with the oil guide rib, the input shaft is rotatablely arranged in the shell, it includes first hollow chamber and second hollow chamber, first hollow chamber and second hollow chamber are sequentially communicated along the axial direction of input shaft, first hollow chamber is equipped with the first spline on the chamber wall, the output shaft of drive motor is arranged in first hollow chamber and is connected with the first spline, wherein, the one end of input shaft near drive motor is equipped with the oil guide groove, and the oil guide groove is communicated with first hollow chamber, at least part oil guide rib is arranged in second hollow chamber, the utility model discloses through the lubricating oil supplementing from the both sides of the axial direction of first spline simultaneously, has solved because the spline mating surface is located in the hollow chamber of input shaft, and lubricating oil is difficult to reach the area effectively, causes the problem that spline tooth surface is in boundary lubrication even dry friction state for a long time.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of automobile, concretely relates to speed reducer and vehicle. BACKGROUND

[0002] As the core component in the power transmission system, the speed reducer is widely used in the field of new energy vehicles, industrial machinery and the like, and its performance and reliability directly affect the working efficiency and service life of the whole drive system. With the development of motor drive technology, the speed reducer is often directly connected with the drive motor to form a highly integrated electric drive system.

[0003] To meet the requirements of high power density and compact design, the motor output shaft is often directly inserted into the hollow cavity of the input shaft of the speed reducer and transmits torque through the spline structure. However, since the spline matching surface is located in the internal hollow cavity of the input shaft, it is difficult for the lubricating oil to effectively reach this area; resulting in the spline tooth surface being in a boundary lubrication or even dry friction state for a long time. The tooth surface wear, pitting, fretting corrosion and even jamming phenomenon caused thereby shorten the service life of the key transmission components. SUMMARY

[0004] Therefore, the utility model provides a kind of speed reducer and vehicle to solve the problem that spline matching surface is located in the internal hollow cavity of input shaft, and it is difficult for lubricating oil to effectively reach this area;Resulting in the spline tooth surface being in a boundary lubrication or even dry friction state for a long time.

[0005] In the first aspect, the utility model provides a kind of speed reducer, drive motor is drivenly connected with speed reducer;Speed reducer includes shell and input shaft assembly;Shell is equipped with oil guide rib;Input shaft assembly includes input shaft, and the input shaft is rotatably arranged in the shell;Including first hollow cavity and second hollow cavity, the first hollow cavity and the second hollow cavity are sequentially communicated along the axial direction of the input shaft;First hollow cavity is equipped with first spline on cavity wall;The output shaft of the drive motor is arranged in the first hollow cavity, and is connected with the first spline;Wherein, the input shaft is equipped with oil guide groove in the end close to the drive motor, and the oil guide groove is communicated with the first hollow cavity;At least part of the oil guide rib is arranged in the second hollow cavity.

[0006] Beneficial effects: By setting oil guide ribs inside the housing and configuring an oil guide groove communicating with the first hollow cavity at the end of the input shaft near the drive motor, lubricating oil can effectively enter the first hollow cavity through the oil guide groove, fully lubricating the spline connection between the drive motor output shaft and the input shaft. Simultaneously, at least part of the oil guide ribs extends into the second hollow cavity, helping to guide the lubricating oil from the housing into the second hollow cavity, allowing the lubricating oil to flow further to the spline connection between the drive motor output shaft and the input shaft, preventing insufficient lubrication. Therefore, by simultaneously replenishing lubricating oil from both sides of the first spline's axial direction, not only are the lubrication conditions of the spline pair improved, effectively suppressing wear, pitting, and jamming problems caused by dry friction and extending the service life of the spline pair, but the knocking noise problem of the reducer is also improved, enhancing the overall smoothness of the reducer's operation under high-speed conditions. This solves the problem that because the spline mating surface is located inside the hollow cavity of the input shaft, lubricating oil cannot effectively reach this area, causing the spline tooth surface to be in a state of boundary lubrication or even dry friction for a long time.

[0007] In one alternative embodiment, the system further includes an intermediate shaft assembly and a differential; the intermediate shaft assembly is mounted on the housing and is drive-connected to the input shaft; the differential is drive-connected to the intermediate shaft.

[0008] Beneficial effects: By mounting the intermediate shaft assembly within the housing and connecting it to the input shaft drive, and then having the intermediate shaft assembly further drive the differential, a clear and stable power transmission path is formed. As a power transfer hub, the intermediate shaft assembly can buffer input shocks and improve transmission smoothness, while its direct drive connection to the differential reduces energy loss and improves overall transmission efficiency.

[0009] In one optional embodiment, a first driving gear protrudes from the outer periphery of the input shaft, and a first driven gear is sleeved on the outer periphery of the intermediate shaft, wherein the first driving gear meshes with the first driven gear.

[0010] Beneficial effects: By integrally protruding the first driving gear on the outer circumference of the input shaft and sleeve the first driven gear on the outer circumference of the intermediate shaft, the first driving gear and the first driven gear can directly mesh and transmit power, eliminating the need for additional connecting or fixing components. This not only simplifies the transmission structure and improves assembly accuracy, but also enhances the overall rigidity and coaxiality of the gear system.

[0011] In one alternative embodiment, the first drive gear is disposed at the left end of the input shaft, and the first drive gear is a right-hand drive gear.

[0012] Beneficial effects: By setting the right-hand drive gear at the left end of the input shaft, the leftward axial force generated under forward drive conditions is directed towards the support bearing on the left side of the input shaft, which stably presses the input shaft system onto the support bearing, effectively suppressing the axial movement of the shaft system, thereby improving the meshing stability and transmission accuracy of the gears, and improving the overall noise, vibration and acoustic roughness performance at high speeds.

[0013] In one optional embodiment, a second drive gear protrudes from the outer periphery of the intermediate shaft, and the second drive gear and the first driven gear are arranged sequentially along the axial direction of the intermediate shaft. The second drive gear is connected to the differential for transmission.

[0014] Beneficial effects: By directly protruding the second driving gear on the outer circumference of the intermediate shaft and arranging it sequentially with the first driven gear along the axial direction, the intermediate shaft integrates multi-stage transmission functions, which not only simplifies the number of parts and assembly process, but also improves the compactness of the transmission system; at the same time, the second driving gear is directly connected to the differential, which shortens the power transmission path, reduces energy loss and transmission clearance, and helps to improve transmission efficiency and response accuracy.

[0015] In one alternative embodiment, the first driven gear is a left-handed gear, and the second driving gear is a left-handed gear.

[0016] Beneficial effects: By setting both the first driven gear and the second driving gear as left-hand helical gears, under normal driving conditions, the axial forces generated by the first driven gear and the second driving gear when transmitting power are in opposite directions. The axial force of the first driven gear is directed to the right, while the axial force of the second driving gear is directed to the left. The two axial forces are directed towards the spline preload direction, thereby effectively suppressing the risk of the first driven gear disengaging due to excessive unidirectional axial force and improving the structural stability of the transmission system.

[0017] In one alternative embodiment, a second driven gear is further included, which meshes with the second driving gear, and the differential is connected to the second driven gear.

[0018] Beneficial effect: By setting a second driven gear that meshes with the second driving gear and directly connecting the differential to the second driven gear, power transmission to the intermediate shaft is achieved.

[0019] In one optional embodiment, the second driven gear is provided with a third hollow cavity, and a first connecting portion protrudes from the inner wall of the third hollow cavity; a second connecting portion protrudes from the outer periphery of the differential, and the first connecting portion and the second connecting portion are aligned and connected along the axial direction of the second driven gear.

[0020] Beneficial effects: By setting a first connecting part on the inner wall of the third hollow cavity of the second driven gear and setting a corresponding axially aligned second connecting part on the outer periphery of the differential, a large-area mating structure is formed between the two, increasing the connection contact area between the second driven gear and the differential; this not only improves the rigidity, reliability and torsional resistance of the connection between the two, but also effectively constrains relative displacement, reduces misalignment and power transmission errors during assembly and operation, thereby ensuring that torque is transmitted smoothly and accurately to the differential, and further improving transmission accuracy.

[0021] In one alternative embodiment, the second connecting portion is disposed on the right side of the first connecting portion, and the second driven gear is a right-hand helical gear.

[0022] Beneficial effects: By arranging the second connecting part of the differential to the right of the first connecting part and setting the second driven gear as a right-hand helical gear, the axial force generated by the meshing of the second driven gear is directed towards the side where the second connecting part is located under forward drive conditions. This allows the axial force to act directly on the connection area between the second driven gear and the differential, with part of the load borne by the more rigid connection mating surface. This enhances the connection stability between the second driven gear and the differential while reducing the axial load transmitted to the support bearing, effectively alleviating wear and fatigue damage to the support bearing.

[0023] Secondly, this utility model also provides a vehicle including the aforementioned reducer. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the specific embodiments or related technologies of this utility model, the drawings used in the description of the specific embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this utility model. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a side sectional view of a speed reducer according to an embodiment of the present utility model; Figure 2 This is a schematic diagram of the end face structure of one side of the input shaft in an embodiment of the present invention; Figure 3 This is a schematic diagram of the end face structure of the input shaft on the other side of an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the intermediate shaft assembly according to an embodiment of the present invention.

[0026] Explanation of reference numerals in the attached figures: 01. Housing; 011. Oil guide rib; 012. Left housing; 013. Right housing; 02. Input shaft; 022. First hollow cavity; 023. Second hollow cavity; 024. First spline; 025. Oil guide groove; 03. Intermediate shaft; 031. Second spline; 04. Differential; 041. Second connecting part; 05. First driving gear; 06. First driven gear; 07. Second driving gear; 08. Second driven gear; 081. Third hollow cavity; 082. First connecting part; 09. Support bearing. Detailed Implementation

[0027] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0028] The following is combined with Figures 1 to 4 The following describes embodiments of the present invention.

[0029] According to an embodiment of the present invention, a speed reducer is provided, wherein a drive motor is driven and connected to the speed reducer; the speed reducer includes a housing 01 and an input shaft assembly; the housing 01 is provided with an oil guide rib 011; the input shaft assembly includes an input shaft 02, which is rotatably disposed within the housing 01; it includes a first hollow cavity 022 and a second hollow cavity 023, which are sequentially connected along the axial direction of the input shaft 02; a first spline 024 is provided on the cavity wall of the first hollow cavity 022; the output shaft of the drive motor extends into the first hollow cavity 022 and is connected to the first spline 024; wherein, an oil guide groove 025 is provided at one end of the input shaft 02 near the drive motor, and the oil guide groove 025 communicates with the first hollow cavity 022; at least a portion of the oil guide rib 011 extends into the second hollow cavity 023.

[0030] In the above embodiment, by providing oil guide ribs 011 inside the housing 01 and configuring an oil guide groove 025 communicating with the first hollow cavity 022 at the end of the input shaft 02 near the drive motor, lubricating oil can effectively enter the first hollow cavity 022 through the oil guide groove 025, providing sufficient lubrication to the spline connection between the output shaft of the drive motor and the input shaft 02. Simultaneously, at least a portion of the oil guide ribs 011 extend into the second hollow cavity 023, helping to guide the lubricating oil from the housing 01 into the second hollow cavity 023, allowing the lubricant to further flow to the spline connection between the output shaft of the drive motor and the input shaft 02, preventing insufficient lubrication. Therefore, by simultaneously replenishing lubricating oil from both sides of the first spline 024 along its axial direction, not only are the lubrication conditions of the spline pair improved, effectively suppressing wear, pitting, and jamming problems caused by dry friction and extending the service life of the spline pair, but the knocking noise problem of the reducer is also improved, enhancing the overall smoothness of the reducer's operation under high-speed conditions. This solves the problem that because the spline mating surface is located in the hollow cavity inside the input shaft 02, the lubricating oil cannot effectively reach this area, resulting in the spline tooth surface being in a state of boundary lubrication or even dry friction for a long time.

[0031] Specifically, the oil guide rib 011 and the oil guide groove 025 are respectively set at opposite ends of the input shaft 02.

[0032] Specifically, the oil guide groove 025 in this application is provided in multiple ways, and the multiple oil guide grooves 025 are evenly spaced around the input shaft 02 in the circumferential direction.

[0033] Preferably, the portion of the oil guide rib 011 extending into the second hollow cavity 023 is located at the central axis of the second hollow cavity 023.

[0034] Specifically, housing 01 is assembled from left housing 012 and right housing 013; left housing 012 and right housing 013 enclose a receiving cavity, in which input shaft 02, intermediate shaft 03 and differential 04 are all disposed.

[0035] Specifically, in this application, the "left" and "right" directions mentioned are all based on... Figure 1 The attached diagram is defined based on a reference, that is: when facing... Figure 1 In the view shown, its left side corresponds to "left" as described in this application, and its right side corresponds to "right" as described in this application. This directional definition is only used to unify the relative positional relationships between the components in the specification and does not indicate a limitation on the actual installation or use direction of the product.

[0036] In one embodiment, the system further includes an intermediate shaft assembly and a differential 04; the intermediate shaft assembly is mounted on the housing 01 and is drive-connected to the input shaft 02; the differential 04 is drive-connected to the intermediate shaft 03.

[0037] In the above embodiment, by installing the intermediate shaft assembly inside the housing 01 and driving it through the input shaft 02, and then further driving the differential 04 through the intermediate shaft assembly, a clear and stable power transmission path is formed. The intermediate shaft assembly, as a power transfer hub, can buffer input shocks and improve transmission smoothness, while its direct drive connection with the differential 04 reduces energy loss and improves overall transmission efficiency.

[0038] Specifically, both ends of the intermediate shaft 03 are connected to the housing 01 via support bearings 09.

[0039] Specifically, differential 04 is used to distribute power to the left and right wheels.

[0040] In one embodiment, the input shaft 02 has a first driving gear 05 protruding from its outer periphery, and the intermediate shaft 03 has a first driven gear 06 sleeved on its outer periphery, with the first driving gear 05 meshing with the first driven gear 06.

[0041] In the above embodiment, by integrally protruding the first driving gear 05 on the outer circumference of the input shaft 02 and sleeve the first driven gear 06 on the outer circumference of the intermediate shaft 03, the first driving gear 05 and the first driven gear 06 directly mesh and transmit power, eliminating the need for additional connecting or fixing components. This not only simplifies the transmission structure and improves the assembly accuracy, but also enhances the overall rigidity and coaxiality of the gear system.

[0042] Specifically, the first driven gear 06 is connected to the intermediate shaft 03 via the second spline 031.

[0043] In one embodiment, the first drive gear 05 is disposed at the left end of the input shaft 02, and the first drive gear 05 is a right-hand helical gear.

[0044] In the above embodiment, by setting the right-hand drive gear 05 at the left end of the input shaft 02, the leftward axial force generated under forward drive conditions is directed towards the support bearing 09 on the left side of the input shaft 02, and the input shaft 02 is stably pressed against the support bearing 09, which effectively suppresses the axial movement of the shaft system, thereby improving the meshing stability and transmission accuracy of the gears, and improving the overall noise, vibration and acoustic roughness performance at high speeds.

[0045] Specifically, both ends of the input shaft 02 are connected to the housing 01 via support bearings 09, and the first drive gear 05 is located at the end near the support bearing on the left.

[0046] In one embodiment, a second drive gear 07 protrudes from the outer periphery of the intermediate shaft 03. The second drive gear 07 and the first driven gear 06 are arranged sequentially along the axial direction of the intermediate shaft 03. The second drive gear 07 is connected to the differential 04 in a transmission connection.

[0047] In the above embodiment, the second driving gear 07 is directly protruded on the outer periphery of the intermediate shaft 03 and arranged sequentially with the first driven gear 06 along the axial direction, so that the intermediate shaft 03 integrates multi-stage transmission functions, which not only simplifies the number of parts and assembly process, but also improves the compactness of the transmission system; at the same time, the second driving gear 07 is directly connected to the differential 04, which shortens the power transmission path, reduces energy loss and transmission clearance, and helps to improve transmission efficiency and response accuracy.

[0048] In one embodiment, the first driven gear 06 is a left-handed gear, and the second driving gear 07 is a left-handed gear.

[0049] In the above embodiment, both the first driven gear 06 and the second driving gear 07 are configured as left-handed gears, so that under normal driving conditions, the axial forces generated by the first driven gear 06 and the second driving gear 07 when transmitting power are in opposite directions. The axial force of the first driven gear 06 is directed to the right, while the axial force of the second driving gear 07 is directed to the left. The two axial forces are directed towards the spline preload direction, thereby effectively suppressing the risk of the first driven gear 06 disengaging due to excessive unidirectional axial force and improving the structural stability of the transmission system.

[0050] In one embodiment, a second driven gear 08 is further included, which meshes with the second driving gear 07, and the differential 04 is connected to the second driven gear 08.

[0051] In the above embodiment, by setting a second driven gear 08 that meshes with the second driving gear 07 and directly connecting the differential 04 to the second driven gear 08, the power transmission to the intermediate shaft 03 is realized.

[0052] In one embodiment, the second driven gear 08 is provided with a third hollow cavity 081, and a first connecting portion 082 protrudes from the inner wall of the third hollow cavity 081; a second connecting portion 041 protrudes from the outer periphery of the differential 04, and the first connecting portion 082 and the second connecting portion 041 are aligned and connected along the axial direction of the second driven gear 08.

[0053] In the above embodiment, by providing a first connecting part 082 on the inner wall of the third hollow cavity 081 of the second driven gear 08 and providing a corresponding axially aligned second connecting part 041 on the outer periphery of the differential 04, a large-area mating structure is formed between the two, increasing the connection contact area between the second driven gear 08 and the differential 04. This not only improves the rigidity, reliability, and torsional resistance of the connection between the two, but also effectively constrains relative displacement, reduces misalignment and power transmission errors during assembly and operation, thereby ensuring that torque is transmitted smoothly and accurately to the differential 04, and further improving transmission accuracy.

[0054] Preferably, the first connecting part 082 is a ring structure surrounding the third hollow cavity 081 in the circumferential direction, and the second connecting part 041 is a ring structure surrounding the outer periphery of the differential 04; the first connecting part 082 is provided with a first connecting hole, and the second connecting part 041 is provided with a second connecting hole, and fasteners such as bolts are sequentially connected to the first connecting hole and the second connecting hole.

[0055] Specifically, the second connecting part 041 is a flange structure sleeved on the outer periphery of the differential 04.

[0056] In one embodiment, the second connecting part 041 is disposed on the right side of the first connecting part 082, and the second driven gear 08 is a right-hand helical gear.

[0057] In the above embodiment, the second connecting part 041 of the differential 04 is arranged on the right side of the first connecting part 082, and the second driven gear 08 is set as a right-hand helical gear, so that under forward driving conditions, the axial force generated by the meshing of the second driven gear 08 is directed toward the side where the second connecting part 041 is located; so that the axial force acts directly on the connection area between the second driven gear 08 and the differential 04, and the connection mating surface with stronger structural rigidity bears part of the load, which enhances the connection stability between the second driven gear 08 and the differential 04, while reducing the axial load transmitted to the support bearing 09, effectively alleviating the wear and fatigue damage of the support bearing 09.

[0058] According to an embodiment of the present invention, another aspect provides a vehicle including the aforementioned reducer.

[0059] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended application.

Claims

1. A speed reducer, wherein a drive motor is driven and connected to the speed reducer; characterized in that, include: The housing (01) is provided with oil guide ribs (011). An input shaft assembly includes an input shaft (02) rotatably disposed within the housing (01); It includes a first hollow cavity (022) and a second hollow cavity (023), which are sequentially connected along the axial direction of the input shaft (02); a first spline (024) is provided on the cavity wall of the first hollow cavity (022); the output shaft of the drive motor extends into the first hollow cavity (022) and is connected to the first spline (024); The input shaft (02) has an oil guide groove (025) at one end near the drive motor, and the oil guide groove (025) is connected to the first hollow cavity (022); at least part of the oil guide rib (011) extends into the second hollow cavity (023).

2. The reducer according to claim 1, characterized in that, Also includes: An intermediate shaft assembly is mounted on the housing (01) and is connected in a driving manner to the input shaft assembly; The differential (04) is drive-connected to the intermediate shaft assembly.

3. The reducer according to claim 2, characterized in that, The input shaft (02) has a first driving gear (05) protruding from its outer periphery, and the intermediate shaft (03) has a first driven gear (06) sleeved on its outer periphery. The first driving gear (05) meshes with the first driven gear (06).

4. The reducer according to claim 3, characterized in that, The first drive gear (05) is located at the left end of the input shaft (02), and the first drive gear (05) is a right-hand drive gear.

5. The reducer according to claim 3, characterized in that, The outer periphery of the intermediate shaft (03) is provided with a second driving gear (07). The second driving gear (07) and the first driven gear (06) are arranged sequentially along the axial direction of the intermediate shaft (03). The second driving gear (07) is connected to the differential (04) for transmission.

6. The reducer according to claim 5, characterized in that, The first driven gear (06) is a left-handed gear, and the second driving gear (07) is a left-handed gear.

7. The reducer according to claim 5, characterized in that, It also includes a second driven gear (08), which meshes with the second driving gear (07), and the differential (04) is connected to the second driven gear (08).

8. The reducer according to claim 7, characterized in that, The second driven gear (08) is provided with a third hollow cavity (081), and a first connecting part (082) protrudes from the inner wall of the third hollow cavity (081). The differential (04) has a second connecting part (041) protruding from its outer periphery. The first connecting part (082) and the second connecting part (041) are aligned and connected along the axial direction of the second driven gear (08).

9. The reducer according to claim 8, characterized in that, The second connecting part (041) is disposed on the right side of the first connecting part (082), and the second driven gear (08) is a right-hand helical gear.

10. A vehicle, characterized in that, The reducer includes any one of claims 1 to 9.

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