阅读说明：本技术 一种大扭矩纯电动乘用车减速器总成 (Large-torque speed reducer assembly of pure electric passenger car ) 是由 孟庆振 李渠成 张成林 梅少龙 吴允锋 付德超 于 2021-08-11 设计创作，主要内容包括：本发明公开了一种大扭矩纯电动乘用车减速器总成,包括左壳体和右壳体、输入轴、中间齿轮轴总成、以及差速器总成；所述输入轴为齿轮轴并具有传动齿一,所述中间齿轮轴总成包括中间齿轮轴和中被齿轮,所述中间齿轮轴上设有传动齿二,所述差速器总成设有主减齿轮和半轴花键,所述输入轴右端具有与电机输出端连接的花键槽；所述中被齿轮与所述传动齿一齿轮啮合,所述主减齿轮与所述传动齿二啮合,所述差速器总成通过所述半轴花键与传动轴连接,实现减速传动；其中,所述传动齿一、所述传动齿二、中被齿轮,以及所述主减齿轮均采用小模数、小压力角、大螺旋角、增加齿宽设计,以提高重合度,增加强度,实现大扭矩传动。(The invention discloses a large-torque pure electric passenger car reducer assembly, which comprises a left shell, a right shell, an input shaft, an intermediate gear shaft assembly and a differential assembly, wherein the left shell is connected with the right shell through a transmission shaft; the input shaft is a gear shaft and is provided with a first transmission gear, the intermediate gear shaft assembly comprises an intermediate gear shaft and a middle driven gear, a second transmission gear is arranged on the intermediate gear shaft, the differential assembly is provided with a main reduction gear and a half shaft spline, and the right end of the input shaft is provided with a spline groove connected with the output end of the motor; the intermediate driven gear is meshed with the first transmission gear, the main reduction gear is meshed with the second transmission gear, and the differential assembly is connected with a transmission shaft through the half shaft spline to realize speed reduction transmission; the transmission gear I, the transmission gear II, the middle driven gear and the main reduction gear are designed by adopting a small module, a small pressure angle, a large spiral angle and an increased tooth width, so that the contact ratio is improved, the strength is increased, and the large-torque transmission is realized.)

1. A large-torque pure electric passenger car reducer assembly is characterized by comprising a left shell (1), a right shell (14), an input shaft (4), an intermediate gear shaft assembly (8) and a differential assembly (9);

the input shaft (4) is a gear shaft and is provided with a first transmission gear (41), the intermediate gear shaft assembly (8) comprises an intermediate gear shaft and a second intermediate gear (81), a second transmission gear (82) is arranged on the intermediate gear shaft, and the differential assembly (9) is provided with a main reduction gear (91) and a half shaft spline;

the right end of the input shaft (4) is provided with a spline groove connected with the output end of the motor; the intermediate driven gear (81) is in gear engagement with the first transmission gear (41), the main reduction gear (91) is in gear engagement with the second transmission gear (82), and the differential assembly (9) is connected with a transmission shaft through the half shaft spline to realize speed reduction transmission;

the first transmission gear (41), the second transmission gear (82), the middle driven gear (81) and the main reduction gear (91) are designed to have small modules, small pressure angles, large spiral angles and increased tooth widths, so that the contact ratio is improved, the strength is increased, and high-torque transmission is realized.

2. The reducer assembly of large-torque pure electric passenger car according to claim 1, wherein the module of the first transmission gear (41) and the middle driven gear (81) is in the range of 1.4-1.7, the pressure angle is in the range of 16-20 degrees, and the helix angle is in the range of 25-30 degrees.

3. The reducer assembly of high-torque pure electric passenger car according to claim 2, wherein the module of the second transmission gear (82) and the main reduction gear (91) is in the range of 1.9-2.4, the pressure angle is in the range of 16-20 °, the helix angle is in the range of 18-21 °, and the tooth width is in the range of 35-50 mm.

4. The reducer assembly of large-torque pure electric passenger car according to claim 1, characterized in that a first oil seal (17) is arranged in a gap formed between the right side of the input shaft (4) and the right shell (14), the first oil seal (17) is a bidirectional oil return line oil seal, and a blank cap (5) is arranged inside one end of the left side of the input shaft (4).

5. The reducer assembly of large-torque pure electric passenger car according to claim 1, characterized in that the input shaft (4) is hollow, and the intermediate gear shaft is also hollow, which is beneficial to weight reduction.

6. The reducer assembly of the high-torque pure electric passenger car according to claim 1, wherein the input shaft (4) is connected with the left shell (1) and the right shell (14) through a first deep groove ball bearing (3), and a first adjusting gasket (2) is arranged at a gap between the first deep groove ball bearing (3) and the left shell (1) at the left end of the input shaft (4).

7. The reducer assembly of the high-torque pure electric passenger car according to claim 1, wherein the left end of the intermediate gear shaft is connected with the left shell (1) through a second deep groove ball bearing (7), the right end of the intermediate gear shaft is connected with the right shell (14) through a third deep groove ball bearing (15), and a second adjusting gasket (6) is arranged at a gap between the second deep groove ball bearing (7) and the left shell (1).

8. A large-torque pure electric passenger car reducer assembly according to claim 7, characterized in that the right end of the intermediate gear shaft is provided with a screw plug (16) for preventing the deep groove ball bearing III (15) from axially shifting relative to the intermediate gear shaft.

9. The reducer assembly of the high-torque pure electric passenger car according to claim 1, wherein a second oil seal (11) is arranged in a gap formed between the differential assembly (9) and the left shell (1), and the second oil seal (11) is a bidirectional oil return line oil seal.

10. The large-torque pure electric passenger car reducer assembly according to claim 1, wherein the differential assembly (9) is connected with the left housing (1) and the right housing (14) through a pair of tapered roller bearings (10), and a third adjusting washer (12) is arranged between the tapered roller bearings (10) and the left housing (1).

Technical Field

The invention relates to the technical field of new energy pure electric passenger cars, in particular to a reducer assembly of a large-torque pure electric passenger car.

Background

With the international increasing importance on the earth environment, the automobile exhaust emission becomes the first improvement point, the development of new energy automobiles becomes more and more important, and the nation has determined to develop new energy automobiles vigorously on the strategy, so that the new energy automobiles not only realize zero emission, but also must give consideration to the comfort and the safety of transmission automobiles.

At present, electric reducers on the market are various in variety, and particularly, a large-torque electric reducer with a two-stage transmission structure generally has the defects of large integral volume, poor impact resistance, small transmitted power and the like.

Therefore, the large-torque pure electric speed reducer is designed by utilizing special gear transmission design software, a three-dimensional simulation technology and a large number of racks and road tests of various road conditions of the whole automobile, has a compact structure, high torque-to-mass ratio and high reliability, and greatly improves the driving performance, the dynamic performance, the economical efficiency and the safety of the pure electric automobile.

Disclosure of Invention

In order to overcome the defects of the prior art, the invention aims to provide a reducer assembly of a high-torque pure electric passenger car so as to realize high-torque transmission.

Therefore, the invention provides a large-torque pure electric passenger car reducer assembly which comprises a left shell, a right shell, an input shaft, an intermediate gear shaft assembly and a differential assembly, wherein the left shell is connected with the right shell through a transmission shaft; the input shaft is a gear shaft and is provided with a first transmission gear, the intermediate gear shaft assembly comprises an intermediate gear shaft and a middle driven gear, a second transmission gear is arranged on the intermediate gear shaft, and the differential assembly is provided with a main reduction gear and a half shaft spline.

The right end of the input shaft is provided with a spline groove connected with the output end of the motor; the intermediate driven gear is meshed with the first transmission gear, the main reduction gear is meshed with the second transmission gear, and the differential assembly is connected with a transmission shaft through the half shaft spline to realize speed reduction transmission; the first transmission gear, the second transmission gear, the middle driven gear and the main reduction gear are designed by adopting a small module, a small pressure angle, a large spiral angle and an increased tooth width, so that the contact ratio is improved, the strength is increased, and the large-torque transmission is realized.

Furthermore, the modulus of the first transmission gear and the middle driven gear is in the range of 1.4-1.7, the pressure angle is in the range of 16-20 degrees, and the helical angle is in the range of 25-30 degrees.

Furthermore, the modulus of the second transmission gear and the main reduction gear is within the range of 1.9-2.4, the pressure angle is within the range of 16-20 degrees, the helix angle is within the range of 18-21 degrees, and the tooth width is within the range of 35-50 mm.

Furthermore, a first oil seal is arranged in a gap formed between the right side of the input shaft and the right shell, the first oil seal is a two-way oil return line oil seal, and a blank cap is arranged inside one end of the left side of the input shaft.

Furthermore, the input shaft adopts a hollow design, and the intermediate gear shaft also adopts a hollow design, so that the weight reduction is facilitated.

Furthermore, the input shaft is respectively connected with the left shell and the right shell through a first deep groove ball bearing, and a first adjusting gasket is arranged at an intermittent position between the first deep groove ball bearing and the left shell at the left end of the input shaft.

Furthermore, the left end of the intermediate gear shaft is connected with the left shell through a second deep groove ball bearing, the right end of the intermediate gear shaft is connected with the right shell through a third deep groove ball bearing, and a second adjusting gasket is arranged at a gap between the second deep groove ball bearing and the left shell.

Furthermore, the right end of the intermediate gear shaft is provided with a screw plug for preventing the three phases of the deep groove ball bearings from axially moving relative to the intermediate gear shaft.

Furthermore, an oil seal II is arranged in a gap formed between the differential assembly and the left shell, and the oil seal II is a bidirectional oil return line oil seal.

Furthermore, the differential assembly is respectively connected with the left shell and the right shell through a pair of tapered roller bearings, and a third adjusting gasket is arranged between the tapered roller bearings and the left shell.

The speed reducer assembly of the high-torque pure electric passenger vehicle is provided with the input shaft, the intermediate gear shaft assembly and the differential mechanism assembly, so that the speed reduction rotation is realized; the transmission gear I, the transmission gear II, the intermediate driven gear and the main reduction gear adopt small modules, small pressure angles and large spiral angles, so that the tooth width design is increased, the contact ratio is improved, the noise is reduced, the strength is increased, and the large-torque transmission is realized; by arranging the first adjusting gasket, the second adjusting gasket and the third adjusting gasket, the gap between the shell and the bearing can be eliminated, and the service life of the bearing is prolonged; the oil seal I, the oil seal II and the blank cap are arranged, so that the effects of sealing and preventing oil leakage of the speed reducer can be achieved;

in addition to the objects, features and advantages described above, other objects, features and advantages of the present invention are also provided. The present invention will be described in further detail below with reference to the drawings.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention and not to limit the invention. In the drawings:

fig. 1 is a cross-sectional view of a large torque pure electric passenger car retarder assembly of the present invention.

Description of the reference numerals

1. A left housing; 2. adjusting a first gasket; 3. a first deep groove ball bearing; 4. an input shaft; 41. a first transmission gear; 5. covering the blank with a cover; 6. adjusting a second gasket; 7. a second deep groove ball bearing; 8. an intermediate gear shaft assembly; 81. a middle driven gear; 82. a second transmission gear; 9. a differential assembly; 91. a main reduction gear; 10. a tapered roller bearing; 11. oil seal II; 12. adjusting a third gasket; 13. hexagonal flange face bolts; 14. a right housing; 15. a deep groove ball bearing III; 16. a plug screw; 17. and sealing oil.

Detailed Description

It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.

As shown in FIG. 1, the reducer assembly of the high-torque pure electric passenger vehicle comprises a left shell 1, a right shell 14, an input shaft 4, an intermediate gear shaft assembly 8 and a differential assembly 9; the inner part of the input shaft 4 is connected with an outer spline of the output end of the motor through a spline, a first transmission gear is arranged on the input shaft 4, a first transmission gear 41 is meshed with a middle driven gear 81 on the middle gear shaft assembly 8, the middle driven gear 81 on the middle gear shaft assembly 8 is meshed with a main reduction gear 91 on the differential assembly 9, the differential assembly 9 is connected with the transmission shaft through a half shaft spline, and the transmission shaft is connected with wheels to provide rotating speed.

Specifically, two ends of the input shaft 4 are respectively fixed on the left shell 1 and the right shell 14 through the deep groove ball bearings 3, an adjusting gasket 2 is arranged at an interval between the deep groove ball bearing 3 at one end of the left side of the input shaft 4 and the left shell 1, and the adjusting gasket 2 is used for eliminating a gap between the deep groove ball bearing 3 and the left shell, so that the service life of the bearing is prolonged.

The input shaft 4 is a gear shaft, a hollow design is adopted, a stepped hole is formed in the input shaft, a first transmission gear 41 is arranged on the outer circumferential surface of the input shaft, a spline groove is formed in one end of the right side of the input shaft 4, and the spline groove is connected with an external spline of the output end of the motor to achieve the effect of power input.

As shown in fig. 1, an oil seal 17 is arranged in a gap formed between the outer side of the right end of the input shaft 4 and the right housing 14, and the oil seal 17 is a two-way oil return line oil seal and can play a role in sealing to prevent lubricating oil from flowing out from the end of the input shaft 4. The inner part of one end of the left side of the input shaft 4 is provided with a blank cap 5, the blank cap 5 has the same function as the first oil seal 17, and plays a role in sealing to prevent lubricating oil from flowing out from the hollow part of the input shaft 4.

Specifically, the intermediate gear shaft assembly comprises an intermediate gear shaft and a middle driven gear 81, the intermediate gear shaft is hollow and beneficial to weight reduction, the intermediate gear shaft and the middle driven gear 81 are connected in a spline mode, and the middle driven gear 81 is in gear engagement with a first transmission gear 41 arranged on the input shaft 4. The outer circumferential surface of the intermediate gear shaft is provided with a second transmission gear 82, the addendum circle of the second transmission gear 82 is smaller than that of the medium driven gear 81, and the number of teeth of the second transmission gear 82 is smaller than that of the medium driven gear 81.

As shown in fig. 1, the left end of the intermediate gear shaft is connected with the left shell 1 through the second deep groove ball bearing 7, the right end of the intermediate gear shaft is connected with the right shell 14 through the third deep groove ball bearing 15, wherein a second adjusting gasket 6 is arranged at a gap between the second deep groove ball bearing 7 and the left shell 1, and is used for eliminating a gap between the intermediate gear shaft assembly 8 and the left shell 1, which is beneficial to prolonging the service life of the bearing. Meanwhile, the right end of the intermediate gear shaft is provided with a screw plug 16 for preventing the third deep groove ball bearing 15 from axially moving relative to the intermediate gear shaft.

Specifically, as shown in fig. 1, a main reducing gear 91 is provided in the differential assembly 9, the main reducing gear 91 is engaged with the second transmission gear 82 on the intermediate gear shaft to transmit torque, a half-shaft spline is further provided on the differential assembly 9, and the differential assembly 9 is connected with the transmission shaft through the half-shaft spline, so that power can be transmitted to the wheels.

Wherein, the second oil seal 11 is arranged in the gap formed by the differential assembly 9 and the left shell 1, and the second oil seal 11 is a two-way oil return line oil seal and can play a role in preventing oil leakage of the speed reducer. The two ends of the differential assembly 9 are respectively connected with the left shell 1 and the right shell 14 through a pair of tapered roller bearings 10, and a third adjusting gasket 12 is arranged between the tapered roller bearings 10 and the left shell 1 and used for eliminating a gap between the differential assembly 9 and the left shell, so that the service life of the bearings is prolonged.

When in specific use, the motion principle of the speed reducer is as follows: motor → spline on input shaft 4 → first transmission tooth 41 on input shaft 4 → middle driven gear 81 on intermediate gear shaft assembly 8 → second transmission tooth 82 on intermediate gear shaft assembly 8 → main reducing gear 91 on differential assembly 9 → internal spline of upper half shaft gear of differential assembly 9 → transmission shaft → wheel.

In the reducer assembly of the invention, the left shell 1 and the right shell 14 are connected through a plurality of hexagonal flange face bolts 13, and the left shell 1 and the right shell 14 have wrapping and supporting functions and are used for fixing and supporting a bearing, thereby being beneficial to the rotation, namely lubrication, of the bearing.

In the embodiment, the first transmission gear 41 on the input shaft 4, the second transmission gear 82 in the intermediate gear shaft assembly, the intermediate gear 81 and the main reduction gear 91 in the differential assembly 9 all adopt a small modulus, a small pressure angle and a large helix angle, so that the tooth width is increased, the contact ratio is improved, the noise is reduced, the strength is increased, and the high-torque transmission is realized.

The modulus of the first transmission gear 41 and the middle driven gear 81 is within the range of 1.4-1.7, the pressure angle is within the range of 16-20 degrees, the large helical angle is within the range of 25-30 degrees, the modulus of the second transmission gear 82 and the main reducing gear 91 is within the range of 1.9-2.4, the pressure angle is within the range of 16-20 degrees, the large helical angle is within the range of 18-21 degrees, and the tooth width is within the range of 35-50 mm.

In particular, in addition to the above structural features, the reducer assembly of the invention has the following technical features in order to reach greater torques, as follows:

1) center distance: 200.9 mm;

2) maximum input torque: 350 Nm;

3) speed ratio: 9.395,

4) gear arrangement: one gear realizes a forward gear and a reverse gear through forward and reverse rotation;

5) the allowable rated input torque is not more than 350N.m, and the backup coefficient of static torque strength is 2.5;

6) noise of the reducer assembly; as shown in Table 1

And (3) testing conditions are as follows: inputting the rotating speed of 6000rpm and measuring the distance by 1000 mm;

gear position	Maximum allowable sound pressure level dB (A)
		Forward gear	≤80
Reverse gear	≤80

TABLE 1 (noise parameters requirement)

7) Lubricating oil grade of the assembly: 75W/90GL-4, oil quantity: 1.8L;

8) fatigue life: the fatigue life of the assembly should comply with the provisions of table 2:

after the assembly reaches the cycle time of the following table, the main parts should not be damaged, and the gear should not be damaged by any of the following: (1) the gear is broken; (2) severe pitting of the tooth surface (pitting of a single tooth area exceeding 4mm2 or depth exceeding 0.5 mm);

TABLE 2 (fatigue life requirement)

9) Static torsion strength: the backup coefficient of the static torsion strength of the assembly is not less than 2.5;

10) transmission efficiency: the average transmission efficiency of the assembly under all working conditions is not less than 95.5% (the bearing adopts a high-efficiency high-speed bearing, and the oil seal adopts a suitable high-speed rotating bearing).

In summary, the speed reducer assembly is high in working efficiency and compact in structure, and realizes the function of outputting large torque; the maximum input torque is 350N.m, the center distance is 200.9, the speed ratio is 9.395, the design of high-efficiency bearings and the strength of gears is adopted, the maximum power of the motor is 140KW, and the matching requirement of A0 grade pure electric vehicle types can be met; the cleanness of the assembly which is not disintegrated is limited to 90mg, and the average transmission efficiency of the assembly under the whole working condition is not less than 95.5 percent; the whole vehicle is assisted to accelerate for only 3s at 0-50km/h, starting is smooth, the acceleration for 0-100km/h is less than 7.6s, and enthusiasm is released.

The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention, and various modifications and changes may be made by those skilled in the art. Any modification, equivalent replacement, or improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.