CN110748622A

CN110748622A - Middle axle main reducer assembly with rear bevel gear clutch mechanism

Info

Publication number: CN110748622A
Application number: CN201910987944.5A
Authority: CN
Inventors: 何昆健; 孙国晖; 苗士军; 梁银银
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2019-10-17
Filing date: 2019-10-17
Publication date: 2020-02-04
Anticipated expiration: 2039-10-17
Also published as: CN110748622B

Abstract

The invention relates to a middle axle main reducer assembly with a rear bevel gear clutch mechanism, which consists of a rear bevel gear clutch mechanism assembly part, an inter-wheel differential and an inter-wheel differential lock assembly part, a driving bevel gear assembly part and a through shaft assembly part. The invention achieves the purposes of improving the transmission efficiency, saving the fuel consumption and increasing the extra income for users; only need cancel the differential assembly between the axles on the basis of the main reducing gear assembly of the bridge in the existing production, adopt the clutch mechanism of the back bevel gear, through disconnecting the clutch mechanism of the back bevel gear, can cut off the torque transmitted to the rear drive axle, realize the interconversion of the 6 x 4 and 6 x 2 drive form of the whole car, does not need to change and reduce the shell, upper cover, drive shaft, suitable for the through axle of the whole system, development cost is low, it is violently spread, strong adaptability; can promote the rear drive axle, can improve the turn radius of whole car, reduce the requirement of vehicle operation to the place, can also reduce tire wear, save the tire expenditure and bring higher economic benefits for the user.

Description

Middle axle main reducer assembly with rear bevel gear clutch mechanism

Technical Field

The invention belongs to the technical field of automobile manufacturing, and particularly relates to a middle axle main reducer assembly with a rear bevel gear clutch mechanism.

Background

The national mandatory Standard GB1589-2016, article 4.3, specifies: the maximum allowable total mass of the car, the trailer and the train should not exceed 49 tons, i.e. the maximum allowable total mass limit of the 6 × 4 tractor is reduced from 55 tons to 49 tons. The overload phenomenon of the commercial vehicle can be effectively controlled under the requirement of the method, and the light weight design of the commercial vehicle, the improvement of the transmission efficiency and the fuel consumption saving can increase extra income for users.

At present, the most popular heavy commercial vehicle in China with the largest market holding amount is a 6 x 4 tractor, and the 6 x 4 tractor is favored by the market for a long time because the 6 x 4 tractor has 4 driving wheels for traction driving and can provide strong power in the full-load running process of the automobile. However, with strategic implementation of national energy saving and emission reduction and green travel development, light weight design of the automobile, improvement of transmission efficiency and fuel consumption saving will become inevitable development trends.

According to statistics of relevant departments, according to different market-dividing users, 15% of domestic tractors are driven under the full-load condition, and the rest 85% of domestic tractors are driven under the non-full-load condition. The 6 x 4 tractor has 4 drive wheels for traction drive during full load transport to provide powerful power. However, when the vehicle is not fully loaded, the extra 4 drive wheels are used for traction driving, which results in unnecessary waste. In summary, a device with simple structure, convenient operation and reliable operation is needed, so that the original 6 × 4 running tractor is converted into a 6 × 2 running tractor under the condition of non-full load of the vehicle, thereby achieving the purposes of improving transmission efficiency, saving fuel consumption and increasing extra income for users.

Chinese patent CN102180092B proposes a through axle main reducer assembly equipped with a through type dual rear axle time-sharing driving device for commercial vehicles, which can realize the conversion between two driving forms of 6 × 4 and 6 × 2. The main structure is that the interaxle differential is arranged at the front end of a middle axle cylindrical gear, and a shifting fork, a gear sleeve and a transition gear structure are added, and time-sharing driving is realized through engagement and disengagement of the gear sleeve and a half axle gear. The time-sharing driving structure is arranged at the front end of the interaxle differential, so that the interaxle differential is poor in lubrication, and a bearing at the input end of a middle axle is easy to ablate. In addition, the technology has high integration level, and under the same strength, the size and the weight of each part are large, the structure is complex, and the manufacturing and assembling difficulty is large.

Chinese patent CN109017291A also provides a solution that can realize the conversion between the two drive forms of 6 × 4 and 6 × 2 for the drive axle. The main structure is that a clutch mechanism is arranged at the end part of a middle axle driving bevel gear: the driven cylindrical gear is arranged on the shaft diameter of the driving bevel gear through a needle bearing, and end face teeth are arranged at the end part of the driven cylindrical gear; the movable gear sleeve is arranged at the end part of the driven cylindrical gear and is connected with the driving conical gear through a spline, and end face teeth are also arranged at the end part of the movable gear sleeve and are used for being matched with the end face teeth at the end part of the driven cylindrical gear. When the torque is transmitted from the driving cylindrical gear, the conversion between the two driving forms of the driving axle 6 x 4 and 6 x 2 can be realized by controlling the engagement and the disengagement of the movable gear sleeve and the face teeth arranged on the driven cylindrical gear. The scheme seems to be an almost perfect solution, but the tooth forms of the existing driving cylindrical gear and the driven cylindrical gear are helical teeth, so that the driven cylindrical gear can generate large axial force in the operation process, and the structure leads to the abnormal difficulty in axial fixing of the driven cylindrical gear because a clutch mechanism is arranged at the end part of the driven cylindrical gear, and is easy to cause the axial separation phenomenon in the operation process.

Disclosure of Invention

The invention aims to provide a middle axle main reducer assembly with a rear bevel gear clutch mechanism, which has simple structure, convenient operation and reliable operation, and realizes that the original tractor running 6 multiplied by 4 is converted into the tractor running 6 multiplied by 2 under the condition that the whole vehicle is not fully loaded by canceling an interaxle differential assembly on the middle axle main reducer and adopting the rear bevel gear clutch mechanism, thereby achieving the purposes of improving the transmission efficiency, saving the fuel consumption and increasing the extra income for users.

The purpose of the invention is realized by the following technical scheme:

a middle axle main reducer assembly with a rear bevel gear clutch mechanism comprises a rear bevel gear clutch mechanism assembly part, an inter-wheel differential mechanism and inter-wheel differential lock assembly part, a driving bevel gear assembly part and a through shaft assembly part.

The clutch mechanism assembly of the rear bevel gear consists of a clutch differential lock switch (1), a clutch differential lock cylinder cover connecting bolt (2), a clutch differential lock cylinder cover (3), a clutch differential lock cylinder (4), a clutch differential lock piston (5), a clutch differential lock piston sealing O-shaped ring (6), a clutch differential lock shifting fork shaft (7), a clutch differential lock shifting fork (8), a clutch differential lock return spring (9), a driving cylindrical gear (10), a clutch differential lock moving gear sleeve (11), a clutch gear ring (12), an end surface needle roller thrust bearing (13), a rear bevel gear bush (14), a rear bevel gear (15), a rear bevel gear bearing (16), a clutch differential lock bent mouth joint (17), a middle axle input end adjusting ring sealing O-shaped ring (18), a middle axle input end adjusting ring (19), a middle axle input end oil seal (20), a driving cylindrical gear shaft (21), The middle axle input end flange sealing structure comprises a middle axle input end flange locking nut (22), a middle axle input end flange sealing O-shaped ring (23), a middle axle input end flange (24), a middle axle input end flange dust cover (25), a middle axle input end driving cylindrical gear shaft bearing (26) and a middle axle main speed reducer front shell (27);

the left side of the middle part of the driving cylindrical gear shaft (21) is supported on a front shell (27) of a main speed reducer of the intermediate axle through a driving cylindrical gear shaft bearing (26) at the input end of the intermediate axle; the driving cylindrical gear (10) is arranged on the driving cylindrical gear shaft (21), the left end face of the driving cylindrical gear (10) abuts against the shaft shoulder in the middle of the driving cylindrical gear shaft (21), and the driving cylindrical gear (10) is connected with the driving cylindrical gear shaft (21) through an involute spline; the clutch gear ring (12) is also arranged on the driving cylindrical gear shaft (21), the left end face of the clutch gear ring (12) is abutted against the right end face of the driving cylindrical gear (10), and the same clutch gear ring (12) is also connected with the driving cylindrical gear shaft (21) through an involute spline; the right end of a driving cylindrical gear shaft (21) is supported on a rear bevel gear bearing (16) through a rear bevel gear bushing (14), a rear bevel gear (15) is supported on a middle axle main speed reducer shell (39) through the rear bevel gear bearing (16), rear bevel gear clutch mechanism end face teeth (15-1) are integrated at the left end of the rear bevel gear (15), and a through shaft matched internal spline (15-2) is arranged at the right end along the inner side of the diameter direction; the end surface needle roller thrust bearing (13) is arranged between the clutch gear ring (12) and the rear bevel gear (15); a middle bridge input end flange (24) is arranged at the left end of the driving cylindrical gear shaft (21) and the left side of a middle bridge input end driving cylindrical gear shaft bearing (26), and the middle bridge input end flange (24) is matched and connected with the driving cylindrical gear shaft (21) through an involute spline; a middle axle input end flange dust cover (25) is arranged at the outer side of the middle part of the middle axle input end flange (24) along the diameter direction, and the middle axle input end flange dust cover (25) has the function of preventing external silt and dust from entering the cavity to damage parts of the main speed reducer assembly; a middle axle input end adjusting ring (19) is arranged at the right end of a middle axle input end flange (24) along the outer side of the diameter direction and at the left side of a middle axle input end driving cylindrical gear shaft bearing (26), and the middle axle input end adjusting ring (19) is matched and connected with a middle axle main reducer front shell (27) in a threaded mode; a middle axle input end adjusting ring sealing O-shaped ring (18) is arranged between the outer side of the left end of the middle axle input end adjusting ring (19) in the diameter direction and a front shell (27) of a middle axle main speed reducer, and the middle axle input end adjusting ring sealing O-shaped ring (18) is used for preventing lubricating oil from leaking from the thread of the middle axle input end adjusting ring (19) and enhancing the sealing effect; a middle bridge input end oil seal (20) is arranged between the middle bridge input end adjusting ring (19) and the middle bridge input end flange (24); a middle axle input end flange locking nut (22) is arranged at the left end of the driving cylindrical gear shaft (21) and the left side of a middle axle input end flange (24), the middle axle input end flange locking nut (22) is fixedly connected with the driving cylindrical gear shaft (21) in a threaded mode, and the middle axle input end flange locking nut (22) is used for axially fixing the driving cylindrical gear shaft (21) and matched parts thereof to form a rigid whole so as to prevent the driving cylindrical gear shaft (21) and the matched parts thereof from axially moving in the operation process; a middle bridge input end flange sealing O-shaped ring (23) is arranged between the middle bridge input end flange locking nut (22) and the middle bridge input end flange (24), and the middle bridge input end flange sealing O-shaped ring (23) is used for preventing lubricating oil from being leached from an involute spline matched with the middle bridge input end flange (24) and the driving cylindrical gear shaft (21); a clutch differential lock moving gear sleeve (11) is arranged on the right side of the middle part of the driving cylindrical gear shaft (21) and on the outer side of the clutch gear ring (12) in the diameter direction, the clutch differential lock moving gear sleeve (11) is installed on the clutch gear ring (12) through an involute spline, a moving gear sleeve end face tooth (11-1) is processed on the right side end face of the clutch differential lock moving gear sleeve (11), and a clutch differential lock shifting fork groove (11-2) is processed on the outer side of the middle part of the clutch differential lock moving gear sleeve (11) in the diameter direction; the left end of a clutch differential lock shifting fork shaft (7) is arranged in a front shell clutch differential lock shifting fork shaft hole (27-1) arranged at the upper end of a front shell (27) of a middle axle main reducer, and the right end of the clutch differential lock shifting fork shaft (7) is arranged in a main reducer shell clutch differential lock shifting fork shaft hole (39-1) arranged at the upper end of a middle axle main reducer shell (39); one end of a clutch differential lock shifting fork (8) is arranged on a clutch differential lock shifting fork shaft (7), and the other end is arranged on a clutch differential lock shifting fork groove (11-2) arranged on a clutch differential lock moving gear sleeve (11); a clutch differential lock return spring (9) is arranged on a clutch differential lock shifting fork shaft (7), the left end of the clutch differential lock return spring (9) is propped against the shaft space of the clutch differential lock shifting fork shaft (7), and the right end of the clutch differential lock return spring (9) is propped against the end surface of a clutch differential lock shifting fork shaft hole (39-1) arranged on the left side of the upper end of a middle axle main speed reducer shell (39); a clutch differential lock cylinder (4) is arranged on the left side of the upper end of a front shell (27) of the intermediate axle main speed reducer, a clutch differential lock cylinder cover (3) is arranged on the left side of the clutch differential lock cylinder (4), and the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4) are fixedly arranged on the front shell (27) of the intermediate axle main speed reducer by three clutch differential lock cylinder cover connecting bolts (2); a clutch differential lock piston (5) is arranged in the clutch differential lock cylinder (4); a clutch differential lock piston sealing O-shaped ring (6) is arranged between the clutch differential lock piston (5) and the clutch differential lock cylinder (4), and the clutch differential lock piston sealing O-shaped ring (6) has the function of preventing high-pressure gas from being leached out from the space between the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4), so that a closed space is formed between the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4); a clutch differential lock switch (1) is arranged in the middle of the left side of a clutch differential lock cylinder cover (3), and a clutch differential lock elbow connector (17) is arranged below the clutch differential lock switch (1).

The driving bevel gear assembly part consists of a driving bevel gear locking nut (28), a driving bevel gear (29), a driven cylindrical gear (30), a front shell connecting bolt (31) of a main speed reducer of the middle axle, a small end bearing (32) of the driving bevel gear, a driving bevel gear bearing seat (33), a driving bevel gear bearing seat connecting bolt (34), a driving bevel gear bearing pretightening force adjusting gasket (35), a driving bevel gear bearing spacer bush (36), a driving bevel gear bearing adjusting gasket (37), a driving bevel gear large end bearing (38), a main speed reducer shell of the middle axle (39) and a driving bevel gear front guide bearing (40);

the rear end of the driving conical gear (29) is supported on a middle axle main reducer shell (39) through a driving conical gear front guide bearing (40), and the driving conical gear front guide bearing (40) is used for enhancing the support rigidity of the driving conical gear (29); the driving bevel gear bearing seat (33) is fixed on a middle axle main reducer shell (39) through a driving bevel gear bearing seat connecting bolt (34); a driving bevel gear bearing pre-tightening force adjusting gasket (35), a driving bevel gear bearing spacer (36) and a driving bevel gear bearing adjusting gasket (37) are sequentially arranged between the driving bevel gear small-end bearing (32) and the driving bevel gear large-end bearing (38) from left to right, the driving bevel gear bearing pre-tightening force adjusting gasket (35), the driving bevel gear bearing spacer (36) and the driving bevel gear bearing adjusting gasket (37) are all arranged on the shaft diameter of the driving bevel gear (29), and the driving bevel gear bearing pre-tightening force adjusting gasket (35) has the function of enabling the pre-tightening force of the main bevel bearing to reach a specified value by selecting a gasket with proper thickness, so that the service life of the middle axle main reducer assembly is ensured; a driven cylindrical gear (30) is arranged on the left side of the small end bearing (32) of the driving conical gear, and the driven cylindrical gear (30) is connected with the driving conical gear (29) through an involute spline; a driving bevel gear locking nut (28) is arranged on the left side of the driven cylindrical gear (30), the driving bevel gear locking nut (28) is in locking connection with the driving bevel gear (29) in a thread mode, and the driving bevel gear locking nut (28) is used for axially fixing the driving bevel gear (29) and the matched parts to form a rigid whole so as to prevent the driving bevel gear (29) and the matched parts from axially moving in the operation process; the front shell (27) of the middle axle main speed reducer and the shell (39) of the middle axle main speed reducer are fastened and connected into a whole through a connecting bolt (31) of the front shell of the middle axle main speed reducer.

The through shaft assembly part consists of an axle housing rear cover bearing seat (41), a through shaft (42), a through shaft bearing cover connecting bolt (43), a through shaft output flange (44), a through shaft output flange locking nut (45), a through shaft output flange sealing O-shaped ring (46), a through shaft output flange dust cover (47), a through shaft oil seal (48), a through shaft bearing cover (49) and a through shaft bearing unit (50);

the left side of the through shaft (42) is supported on the rear bevel gear (15), the through shaft (42) is connected with the rear bevel gear (15) through an involute spline, and the right side of the through shaft (42) is supported on an axle housing rear cover bearing seat (41) through a through shaft bearing unit (50); the through shaft bearing pressure cover (49) is fixed on the right end face of the axle housing rear cover bearing block (41) through a through shaft bearing pressure cover connecting bolt (43), and the through shaft bearing pressure cover (49) is used for preventing the through shaft bearing unit (50) from axially moving; a through shaft output flange (44) is arranged at the right end of the through shaft (42), and the through shaft output flange (44) is connected with the through shaft (42) through an involute spline; a through shaft output flange dust cover (47) is arranged in the middle of the through shaft output flange (44) along the outer side of the diameter direction, and the through shaft output flange dust cover (47) has the function of preventing external silt and dust from entering the cavity to damage parts of the main speed reducer assembly; a through shaft oil seal (48) provided between the through shaft output flange (44) and the through shaft bearing pressure cover (49); a through shaft output flange locking nut (45) is arranged at the right end of the through shaft (42) and on the right side of the through shaft output flange (44), the through shaft output flange locking nut (45) is fixedly connected with the through shaft (42) in a threaded mode, and the through shaft output flange locking nut (45) is used for axially fixing the through shaft (42) and matched parts thereof to form a rigid whole and prevent the through shaft (42) and the matched parts thereof from axially shifting in the operation process; a through shaft output flange sealing O-shaped ring (46) is arranged between the through shaft output flange locking nut (45) and the through shaft (42), and the function of the through shaft output flange sealing O-shaped ring (46) is to prevent lubricating oil from being leached from an involute spline where the through shaft output flange (44) and the through shaft (42) are matched.

The inter-wheel differential and inter-wheel differential lock assembly part comprises an inter-wheel differential bearing adjusting ring (51), an inter-wheel differential bearing I (52), an inter-wheel differential right shell (53), a half axle gear gasket (54), a half axle gear (55), an anti-rotation planetary gear gasket (56), a short anti-rotation planetary gear shaft elastic cylindrical pin (57), an integrated driven bevel gear (58), a short anti-rotation planetary gear shaft (59), a long anti-rotation planetary gear shaft (60), an inter-wheel differential planetary gear (61), an inter-wheel differential shell connecting bolt (62), an inter-wheel differential bearing II (63), an inter-wheel differential lock return spring (64), an inter-wheel differential lock shifting fork (65), an inter-wheel differential lock cylinder (66), an inter-wheel differential lock cylinder cover (67), an inter-wheel differential lock cylinder cover locking bolt (68), an inter-wheel differential lock switch (69), an inter-wheel differential lock piston (70), The locking device comprises an inter-wheel differential lock piston sealing O-shaped ring (71), an inter-wheel differential lock declutch shift shaft (72), an inter-wheel differential lock moving gear sleeve (73), an inter-wheel differential lock elbow connector (74), an inter-wheel differential bearing cover (75), an inter-wheel differential bearing cover fastening bolt (76), an inter-wheel differential bearing adjusting ring locking plate locking nut (77) and an inter-wheel differential bearing adjusting ring locking plate (78);

the right inter-wheel differential shell (53) and the integrated driven bevel gear (58) are connected into a rigid whole through an inter-wheel differential shell connecting bolt (62), and are supported on the middle axle main speed reducer shell (39) in a spanning mode through an inter-wheel differential bearing I (52) arranged on the left side of the right inter-wheel differential shell (53) and an inter-wheel differential bearing II (63) arranged on the right side of the integrated driven bevel gear (58) respectively; an inter-wheel differential bearing cover (75) is respectively arranged on the left side of the inter-wheel differential bearing I (52) and the right side of the inter-wheel differential bearing II (63), and the inter-wheel differential bearing cover (75), the bearing outer ring of the inter-wheel differential bearing I (52) and the bearing outer ring of the inter-wheel differential bearing II (63) are fixed on the middle axle main reducer shell (39) through inter-wheel differential bearing cover fastening bolts (76) to form a rigid whole; an inter-wheel differential bearing adjusting ring (51) is respectively arranged on the left end face of the inter-wheel differential bearing I (52) and the right end face of the inter-wheel differential bearing II (63), the inter-wheel differential bearing adjusting ring (51) is fixedly connected with a middle axle main speed reducer shell (39) and an inter-wheel differential bearing cover (75) in a threaded connection mode, and the inter-wheel differential bearing adjusting ring (51) is used for adjusting the size of the inter-wheel differential bearing pretightening force and the main and driven conical gear contact areas within a specified range through the forward or backward movement of a thread pair of the inter-wheel differential bearing adjusting ring (51) which is used in a rotating pairing mode; the locking plates (78) of the inter-wheel differential bearing adjusting ring are respectively arranged on the outer side of the inter-wheel differential bearing adjusting ring (51), the locking plates (78) of the inter-wheel differential bearing adjusting ring are fixedly locked on an inter-wheel differential bearing cover (75) through locking nuts (77) of the inter-wheel differential bearing adjusting ring, and the locking plates (78) of the inter-wheel differential bearing adjusting ring are used for preventing the inter-wheel differential bearing adjusting ring (51) from loosening so as to damage a main speed reducer assembly; a side gear spacer (54) is respectively arranged on the inner side of the diameter direction of the middle part of the right shell (53) of the inter-wheel differential and the inner side of the diameter direction of the middle part of the integrated driven bevel gear (58), and a side gear (55) is respectively arranged on the side gear spacer (54); two short anti-rotation planetary gear shafts (59) and a long anti-rotation planetary gear shaft (60) are respectively arranged in a planetary gear shaft mounting hole which is arranged on the right side of the right shell (53) of the inter-wheel differential along the diameter direction, and the two short anti-rotation planetary gear shafts (59) and the long anti-rotation planetary gear shaft (60) are mutually matched and connected through keys and key grooves which are processed on the two short anti-rotation planetary gear shafts; the end parts of the two short anti-rotation planetary gear shafts (59) are respectively provided with a short anti-rotation planetary gear shaft elastic cylindrical pin (57), and the short anti-rotation planetary gear shaft elastic cylindrical pins (57) are used for preventing the short anti-rotation planetary gear shafts (59) from being separated out due to centrifugal force in the rotary motion process so as to cause the damage of a main speed reducer assembly; four inter-wheel differential planetary gears (61) are arranged on shaft rods of two short anti-rotation planetary gear shafts (59) and one long anti-rotation planetary gear shaft (60), between two half shaft gears (55) and in a sphere on the inner side of an inter-wheel differential right shell (53) along the diameter direction, and the four inter-wheel differential planetary gears (61) are meshed with the two half shaft gears (55); four anti-rotation planetary gear gaskets (56) are arranged between balls on the inner sides of four inter-wheel differential planetary gears (61) and an inter-wheel differential right shell (53) in the diameter direction, the anti-rotation planetary gear gaskets (56) are also arranged on shaft rods of two short anti-rotation planetary gear shafts (59) and one long anti-rotation planetary gear shaft (60), and the anti-rotation planetary gear gaskets (56) are used for preventing the spherical surfaces of the inter-wheel differential planetary gears (61) and the inter-wheel differential right shell (53) from being abraded due to relative movement, so that the spherical surface of the inter-wheel differential right shell (53) is seriously abraded; an inter-wheel differential lock moving gear sleeve (73) is arranged at the right end of the integrated driven bevel gear (58), inter-wheel differential lock moving gear sleeve end face teeth (73-1) are processed on the left side end face of the inter-wheel differential lock moving gear sleeve (73), and an inter-wheel differential lock shifting fork groove (73-2) is processed in the middle of the inter-wheel differential lock moving gear sleeve (73) along the outer side of the diameter direction; the left end and the right end of an inter-wheel differential lock shifting fork shaft (72) are both arranged in two coaxial inter-wheel differential lock shifting fork shaft holes arranged on the right side of the lower end of a middle axle main reducer shell (39); one end of an inter-wheel differential lock shifting fork (65) is arranged on an inter-wheel differential lock shifting fork shaft (72), and the other end of the inter-wheel differential lock shifting fork shaft is arranged on an inter-wheel differential lock shifting fork groove (73-2) which is processed in the middle of an inter-wheel differential lock moving gear sleeve (73) along the outer side of the diameter direction; an inter-wheel differential lock return spring (64) is arranged on an inter-wheel differential lock shifting fork shaft (72), the left end of the inter-wheel differential lock return spring (64) is propped against the end surface of an inter-wheel differential lock shifting fork shaft hole arranged on a front shell (30) of a middle axle main speed reducer, and the right end of the inter-wheel differential lock return spring (64) is propped against the left end surface of an inter-wheel differential lock shifting fork (65); an inter-wheel differential lock cylinder (66) is arranged on the right side of the lower end of a middle axle main speed reducer shell (39), an inter-wheel differential lock cylinder cover (67) is arranged on the right side of the inter-wheel differential lock cylinder (66), and the inter-wheel differential lock cylinder (66) and the inter-wheel differential lock cylinder cover (67) are fixedly arranged on the middle axle main speed reducer shell (39) by three inter-wheel differential lock cylinder cover locking bolts (68); an inter-wheel differential lock piston (70) is arranged in the inner cavity of the inter-wheel differential lock cylinder (66) and at the left end of the inter-wheel differential lock cylinder cover (67); an inter-wheel differential lock piston sealing O-shaped ring (71) is arranged between the inter-wheel differential lock piston (70) and the inter-wheel differential lock cylinder (66), and the function of the inter-wheel differential lock piston sealing O-shaped ring (71) is to prevent high-pressure gas from being leached out from the space between the inter-wheel differential lock piston (70) and the inter-wheel differential lock cylinder (66) so that a closed space is formed between the inter-wheel differential lock piston (70) and the inter-wheel differential lock cylinder (66); an inter-wheel differential lock switch (69) is arranged in the middle of the right end face of the inter-wheel differential lock cylinder cover (67), and an inter-wheel differential lock elbow joint (74) is arranged on the side of the inter-wheel differential lock switch (69).

An integrated driven bevel gear matching surface (53-8) is arranged at the outer side of the diameter direction of the left end of the right shell (53) of the inter-wheel differential, and the integrated driven bevel gear matching surface (53-8) is used for being matched and connected with a matching hole (58-8) of the right shell of the inter-wheel differential, which is arranged on the integrated driven bevel gear (58); an inter-wheel differential bearing II mounting surface (53-5) is arranged at the outer side of the right end of the right inter-wheel differential shell (53) along the diameter direction and is used for being matched with an inner ring roller bearing of an inter-wheel differential bearing II (63); a half-shaft gear gasket matching surface (53-4) is arranged on the right side of the inner side of the diameter direction in the middle of the right inter-wheel differential case (53) and used for mounting a half-shaft gear gasket (54); four short anti-rotation planetary gear shaft elastic cylindrical pin mounting holes (53-2) are uniformly distributed on the integrated driven bevel gear matching surface (53-8) and are used for mounting the short anti-rotation planetary gear shaft elastic cylindrical pins (57); a plurality of connecting threaded holes (53-9) are uniformly distributed on the matching surface (53-8) of the integrated driven bevel gear, and the connecting threaded holes (53-9) are used for fixedly connecting the integrated driven bevel gear (58) and the right shell (53) of the inter-wheel differential into a rigid whole through an inter-wheel differential shell connecting bolt (62); four anti-rotation cross shaft mounting holes (53-1) are uniformly distributed on the shell between the integrated driven bevel gear matching surface (53-8) and the half axle gear gasket matching surface (53-4), and the anti-rotation cross shaft mounting holes (53-1) are used for mounting short anti-rotation planetary gear shafts (59) and long anti-rotation planetary gear shafts (60); the inner sides of the four anti-rotation cross shaft mounting holes (53-1) which are uniformly distributed along the axis direction are provided with anti-rotation planetary gear gasket spherical surface matching surfaces (53-3); a plurality of second lightening holes (53-6) are uniformly distributed on the shell between the integrated driven bevel gear matching surface (53-8) and the half axle gear gasket matching surface (53-4) along the circumferential direction, and are used for enabling gear lubricating oil to smoothly enter the interior of the inter-wheel differential assembly and enhancing lubrication; and reinforcing ribs (53-7) are arranged between the second lightening holes (53-6) along the circumferential direction and are used for enhancing the strength and rigidity of the right shell (53) of the inter-wheel differential.

A plurality of oil storage pits (56-1) are uniformly distributed on the anti-rotation planetary gear gasket (56) along the circumferential direction, used for storing a plurality of lubricating oil in the pit groove, the center of the anti-rotation planetary gear gasket (56) is provided with an anti-rotation cross axle mounting hole (56-3), two side edges of the anti-rotation cross axle mounting hole (56-3) along the outer side of the diameter direction are provided with anti-rotation flat plates (56-2), the anti-rotation flat plates (56-2) are matched with the anti-rotation flat plates arranged on the short anti-rotation planetary gear shafts (59) and the long anti-rotation planetary gear shafts (60) to prevent the abrasion of the spherical surfaces of the inter-wheel differential planetary gear (61) and the inter-wheel differential right shell (53) caused by relative movement in the running process of the inter-wheel differential assembly, so that the problem of serious abrasion of the spherical surface of the inter-wheel differential right shell (53) is caused.

The integrated driven bevel gear (58) is formed by integrally forging the driven bevel gear (58-1) and a left shell (58-2) of the inter-wheel differential; the driven bevel gear (58-1) is provided with an inter-wheel differential right shell matching hole (53-8) along the inner side end face in the diameter direction, and the inter-wheel differential right shell matching hole (58-8) is used for being matched with an integrated driven bevel gear matching surface (58-8) arranged on the inter-wheel differential right shell (53); a half-shaft gear gasket matching surface (58-7) is arranged on the inner side of the middle part of the left shell (58-2) of the inter-wheel differential and used for mounting a half-shaft gear gasket (54); the matching surface (58-3) of the inter-wheel differential bearing I is arranged at the outer side of the left end of the inter-wheel differential left shell (58-2) along the diameter direction and is used for matching with an inner ring roller bearing of the inter-wheel differential bearing I (52); a plurality of connecting bolt holes (58-10) are uniformly distributed on the large flange surface in the middle of the left shell (58-2) of the inter-wheel differential and are used for being matched and connected with connecting threaded holes (74-9) arranged on the right shell (53) of the inter-wheel differential through connecting bolts (62) of the inter-wheel differential, so that the integrated driven bevel gear (58) and the right shell (53) of the inter-wheel differential are connected and fixed into a rigid whole; an inter-wheel differential lock end surface spline (58-9) is arranged on the left end surface of the inter-wheel differential mechanism left shell (58-2), and the inter-wheel differential lock end surface spline (58-9) is used for being matched with an inter-wheel differential lock moving gear sleeve, so that differential of a left driving wheel and a right driving wheel is prevented, the driving force of a driving axle is improved, and the passing capacity of the whole vehicle is improved; a circle of first lightening holes (58-6) are uniformly distributed on an outer shell of a left shell (58-2) of the inter-wheel differential between the connecting bolt holes (58-10) and a matching surface (58-3) of a bearing I of the inter-wheel differential, and first lightening grooves (58-4) and second lightening grooves (58-5) are alternately arranged between the first lightening holes (58-6).

The length of the first lightening groove (58-4) is smaller than that of the second lightening groove (58-5) and is used for ensuring the strength and rigidity of the integrated driven bevel gear (58).

Compared with the prior art, the invention has the beneficial effects that:

1. fuel consumption is saved: the rear bevel gear clutch mechanism arranged at the rear bevel gear of the main speed reducer of the intermediate axle enables the drive axle to be converted between two driving forms of 6 multiplied by 4 and 6 multiplied by 2, so that the original tractor running at 6 multiplied by 4 is converted into the tractor running at 6 multiplied by 2 under the condition that the vehicle is not fully loaded, the purposes of improving the transmission efficiency, saving the fuel consumption and increasing the extra income for users are achieved, and according to conservative estimation, the fuel consumption of a commercial vehicle using the device can be saved by more than 3 percent every year;

2. the popularization is strong: the existing solutions for realizing the conversion between the two drive forms of the drive axle 6 × 4 and the drive axle 6 × 2 are all changed on the main reducer of the intermediate axle, and the shell of the main reducer of the intermediate axle needs to be redesigned. The newly opened intermediate axle main speed reducer shell mold has the advantages of huge investment cost and long manufacturing period, and the driving form conversion device cannot be used universally on intermediate axle main speed reducer assemblies of different levels. According to the invention, only the inter-axle differential assembly is required to be cancelled on the basis of the existing production middle axle main speed reducer assembly, the torque transmitted to the rear drive axle can be cut off by adopting the rear bevel gear clutch mechanism and disconnecting the rear bevel gear clutch mechanism, so that the interconversion of the driving forms of 6 × 4 and 6 × 2 of the whole automobile is realized, parts such as a shell reduction, an upper cover and a transmission shaft do not need to be changed, the full-system through axle is suitable, the development cost is low, the transverse expansion is realized, and the adaptability is strong;

3. the economic benefit is high: the invention makes the drive axle convert between 6X 4 and 6X 2 drive forms by the back taper gear clutch device arranged at the back taper gear of the middle axle main reducer, when the vehicle is not fully loaded, the back taper gear clutch device is disconnected, thus the input torque of the back drive axle is zero. Therefore, the rear drive axle can be lifted, so that the turning radius of the whole vehicle can be improved, the requirement of vehicle operation on the field is reduced, the tire abrasion can be reduced, and the tire expenditure is saved to bring higher economic benefit to a user.

Drawings

FIG. 1 is an assembly view of a mid-axle final drive assembly with a rear bevel gear clutch mechanism according to the present invention;

FIG. 2 is a partial assembly view of an inter-wheel differential and an inter-wheel differential lock assembly in a mid-axle final drive assembly with a rear bevel gear clutch mechanism according to the present invention;

FIG. 3 is an elevational view of FIG. 2 in accordance with the present invention;

FIG. 4 is a schematic view of the moving sleeve gear of the rear bevel gear clutch mechanism of the present invention;

FIG. 5 is a schematic view of the rear bevel gear of the present invention;

FIG. 6a is a cross-sectional view of the right case of the inter-wheel differential shown in the present invention;

FIG. 6b is a top view of the right differential case of the present invention;

FIG. 7a is a top view of an anti-rotation planetary gear spacer of the present invention;

FIG. 7b is a cross-sectional view of an anti-rotation planetary gear spacer of the present invention;

FIG. 8a is a cross-sectional view of an integral driven bevel gear according to the present invention;

FIG. 8b is a top view of the integrated driven bevel gear of the present invention;

FIG. 8c is a bottom plan view of the integral driven bevel gear of the present invention;

FIG. 9a is a power transmission route diagram of a 6 × 4 drive axle according to the present invention;

fig. 9b is a diagram of a power transmission route when the transaxle of the present invention is driven by 6 × 2.

In the figure, 1, a clutch differential lock switch; 2. a cylinder cover connecting bolt of the clutch differential lock; 3. a clutch differential lock cylinder cover; 4. a clutch differential lock cylinder; 5. a clutch differential lock piston; 6. the clutch differential lock piston seals the O-shaped ring; 7. a clutch differential lock declutch shaft; 8. a clutch differential lock shifting fork; 9. a clutch differential lock return spring; 10. a driving cylindrical gear; 11. the clutch differential lock moves the gear sleeve; 11-1, moving the gear sleeve end face teeth; 11-2, a shifting fork groove of the clutch differential lock; 12. the gear ring is clutched; 13. an end needle roller thrust bearing; 14. a rear bevel gear bushing; 15. a rear bevel gear; 15-1, end face teeth of a clutch mechanism of the rear bevel gear; 15-2, matching the through shaft with the internal spline; 16. a rear bevel gear bearing; 17. a clutch differential lock elbow connector; 18. the adjusting ring at the input end of the middle bridge seals the O-shaped ring; 19. a middle bridge input end adjusting ring; 20. an oil seal at the input end of the middle bridge; 21. a driving cylindrical gear shaft; 22. a middle bridge input end flange locking nut; 23. the flange of the input end of the middle bridge seals the O-shaped ring; 24. a mid-bridge input flange; 25. the middle bridge input end flange dust cover; 26. the input end of the middle bridge drives the cylindrical gear shaft bearing; 27. a front shell of the main reducer of the middle axle; 27-1, engaging and disengaging the shifting fork shaft hole of the differential lock by the front shell; 28. the driving bevel gear locking nut; 29. a driving bevel gear; 30. a driven cylindrical gear; 31. a front shell connecting bolt of a main reducer of the middle axle; 32. a driving bevel gear small end bearing; 33. a driving bevel gear bearing seat; 34. the driving bevel gear bearing seat is connected with a bolt; 35. a driving bevel gear bearing pretightening force adjusting gasket; 36. a driving bevel gear bearing spacer bush; 37. a driving bevel gear bearing adjusting washer; 38. a driving bevel gear big end bearing; 39. a middle axle main reducer casing; 39-1, a shifting fork shaft hole of a main speed reducer shell clutch differential lock; 40. a driving bevel gear lead bearing; 41. a rear cover bearing seat of the axle housing; 42. a through shaft; 43. a through shaft bearing gland connecting bolt; 44. a through shaft output flange; 45. a through shaft output flange lock nut; 46. the output flange of the through shaft seals the O-shaped ring; 47. a through shaft output flange dust cover; 48. a through shaft oil seal; 49. a bearing gland penetrating the shaft; 50. a through shaft bearing unit; 51. an inter-wheel differential bearing adjustment ring; 52. an inter-wheel differential bearing I; 53. an inter-wheel differential right housing; 54. a half-shaft gear spacer; 55. a half shaft gear; 56. an anti-rotation planetary gear spacer; 57. short anti-rotation planet gear shaft elastic cylindrical pins; 58. an integral driven bevel gear; 59. short rotation-preventing planetary gear shafts; 60. a long rotation-preventing planetary gear shaft; 61. an inter-wheel differential planetary gear; 62. an inter-wheel differential case connecting bolt; 63. an inter-wheel differential bearing II; 64. an inter-wheel differential lock return spring; 65. an inter-wheel differential lock fork; 66. an inter-wheel differential lock cylinder; 67. an inter-wheel differential lock cylinder cover; 68. a cylinder cover locking bolt of the inter-wheel differential lock; 69. an inter-wheel differential lock switch; 70. an inter-wheel differential lock piston; 71. the piston of the differential lock between the wheels seals the O-shaped ring; 72. an inter-wheel differential lock declutch shift shaft; 73. the differential lock between the wheels moves the gear sleeve; 73-1, moving gear sleeve end face teeth of the differential lock between the wheels; 73-2. differential lock shifting fork groove between the wheels; 74. a differential lock elbow joint between wheels; 75. an inter-wheel differential bearing cap; 76. fastening bolts for bearing covers of the inter-wheel differential; 77. locking nuts of locking plates of a bearing adjusting ring of the inter-wheel differential; 78. the bearing adjusting ring locking plate of the differential between the wheels.

Detailed Description

The invention relates to a middle axle main reducer assembly with a rear bevel gear clutch mechanism, which is described in the specification and drawings.

As shown in the attached drawings 1-5, the intermediate axle main reducer assembly with the rear bevel gear clutch mechanism consists of a rear bevel gear clutch mechanism assembly part, a driving bevel gear assembly part, a through shaft assembly part, an inter-wheel differential mechanism and an inter-wheel differential lock assembly part.

The clutch mechanism assembly of the rear bevel gear consists of a clutch differential lock switch (1), a clutch differential lock cylinder cover connecting bolt (2), a clutch differential lock cylinder cover (3), a clutch differential lock cylinder (4), a clutch differential lock piston (5), a clutch differential lock piston sealing O-shaped ring (6), a clutch differential lock shifting fork shaft (7), a clutch differential lock shifting fork (8), a clutch differential lock return spring (9), a driving cylindrical gear (10), a clutch differential lock moving gear sleeve (11), a clutch gear ring (12), an end surface needle roller thrust bearing (13), a rear bevel gear bush (14), a rear bevel gear (15), a rear bevel gear bearing (16), a clutch differential lock bent mouth joint (17), a middle axle input end adjusting ring sealing O-shaped ring (18), a middle axle input end adjusting ring (19), a middle axle input end oil seal (20), a driving cylindrical gear shaft (21), The middle axle input end flange sealing device comprises a middle axle input end flange locking nut (22), a middle axle input end flange sealing O-shaped ring (23), a middle axle input end flange (24), a middle axle input end flange dust cover (25), a middle axle input end driving cylindrical gear shaft bearing (26) and a middle axle main reducer front shell (27);

the left side of the middle part of the driving cylindrical gear shaft (21) is supported on a front shell (27) of a main speed reducer of the intermediate axle through a driving cylindrical gear shaft bearing (26) at the input end of the intermediate axle; the driving cylindrical gear (10) is arranged on the driving cylindrical gear shaft (21), the left end face of the driving cylindrical gear (10) abuts against the shaft shoulder in the middle of the driving cylindrical gear shaft (21), and the driving cylindrical gear (10) is connected with the driving cylindrical gear shaft (21) through an involute spline; the clutch gear ring (12) is also arranged on the driving cylindrical gear shaft (21), the left end face of the clutch gear ring (12) is abutted against the right end face of the driving cylindrical gear (10), and the same clutch gear ring (12) is also connected with the driving cylindrical gear shaft (21) through an involute spline; the right end of a driving cylindrical gear shaft (21) is supported on a rear bevel gear (16) through a rear bevel gear bushing (14), the rear bevel gear (15) is supported on a middle axle main speed reducer shell (39) through a rear bevel gear bearing (16), rear bevel gear clutch mechanism end face teeth (15-1) are integrated at the left end of the rear bevel gear (15), and a through shaft matched internal spline (15-2) is arranged at the right end along the inner side of the diameter direction; the end surface needle roller thrust bearing (13) is arranged between the clutch gear ring (12) and the rear bevel gear (15); a middle bridge input end flange (24) is arranged at the left end of the driving cylindrical gear shaft (21) and the left side of a middle bridge input end driving cylindrical gear shaft bearing (26), and the middle bridge input end flange (24) is matched and connected with the driving cylindrical gear shaft (21) through an involute spline; a middle axle input end flange dust cover (25) is arranged at the outer side of the middle part of the middle axle input end flange (24) along the diameter direction, and the middle axle input end flange dust cover (25) has the function of preventing external silt and dust from entering the cavity to damage parts of the main speed reducer assembly; a middle axle input end adjusting ring (19) is arranged at the right end of a middle axle input end flange (24) along the outer side of the diameter direction and at the left side of a middle axle input end driving cylindrical gear shaft bearing (26), and the middle axle input end adjusting ring (19) is matched and connected with a middle axle main reducer front shell (27) in a threaded mode; a middle axle input end adjusting ring sealing O-shaped ring (18) is arranged between the outer side of the left end of the middle axle input end adjusting ring (19) in the diameter direction and a front shell (27) of a middle axle main speed reducer, and the middle axle input end adjusting ring sealing O-shaped ring (18) is used for preventing lubricating oil from leaking from the thread of the middle axle input end adjusting ring (19) and enhancing the sealing effect; a middle bridge input end oil seal (20) is arranged between the middle bridge input end adjusting ring (19) and the middle bridge input end flange (24); a middle axle input end flange locking nut (22) is arranged at the left end of the driving cylindrical gear shaft (21) and the left side of a middle axle input end flange (24), the middle axle input end flange locking nut (22) is fixedly connected with the driving cylindrical gear shaft (21) in a threaded mode, and the middle axle input end flange locking nut (22) is used for axially fixing the driving cylindrical gear shaft (21) and matched parts thereof to form a rigid whole so as to prevent the driving cylindrical gear shaft (21) and the matched parts thereof from axially moving in the operation process; a middle bridge input end flange sealing O-shaped ring (23) is arranged between the middle bridge input end flange locking nut (22) and the middle bridge input end flange (24), and the middle bridge input end flange sealing O-shaped ring (23) is used for preventing lubricating oil from being leached from an involute spline matched with the middle bridge input end flange (24) and the driving cylindrical gear shaft (21); a clutch differential lock moving gear sleeve (11) is arranged on the right side of the middle part of the driving cylindrical gear shaft (21) and on the outer side of the clutch gear ring (12) in the diameter direction, the clutch differential lock moving gear sleeve (11) is installed on the clutch gear ring (12) through an involute spline, a moving gear sleeve end face tooth (11-1) is processed on the right side end face of the clutch differential lock moving gear sleeve (11), and a clutch differential lock shifting fork groove (11-2) is processed on the outer side of the middle part of the clutch differential lock moving gear sleeve (11) in the diameter direction; the left end of a clutch differential lock shifting fork shaft (7) is arranged in a front shell clutch differential lock shifting fork shaft hole (27-1) arranged at the upper end of a front shell (27) of a middle axle main reducer, and the right end of the clutch differential lock shifting fork shaft (7) is arranged in a main reducer shell clutch differential lock shifting fork shaft hole (39-1) arranged at the upper end of a middle axle main reducer shell (39); one end of a clutch differential lock shifting fork (8) is arranged on a clutch differential lock shifting fork shaft (7), and the other end is arranged on a clutch differential lock shifting fork groove (11-2) arranged on a clutch differential lock moving gear sleeve (11); a clutch differential lock return spring (9) is arranged on a clutch differential lock shifting fork shaft (7), the left end of the clutch differential lock return spring (9) is propped against the shaft space of the clutch differential lock shifting fork shaft (7), and the right end of the clutch differential lock return spring (9) is propped against the end surface of a clutch differential lock shifting fork shaft hole (39-1) arranged on the left side of the upper end of a middle axle main speed reducer shell (39); a clutch differential lock cylinder (4) is arranged on the left side of the upper end of a front shell (27) of the intermediate axle main speed reducer, a clutch differential lock cylinder cover (3) is arranged on the left side of the clutch differential lock cylinder (4), and the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4) are fixedly arranged on the front shell (27) of the intermediate axle main speed reducer by three clutch differential lock cylinder cover connecting bolts (2); a clutch differential lock piston (5) is arranged in the clutch differential lock cylinder (4); a clutch differential lock piston sealing O-shaped ring (6) is arranged between the clutch differential lock piston (5) and the clutch differential lock cylinder (4), and the clutch differential lock piston sealing O-shaped ring (6) has the function of preventing high-pressure gas from being leached out from the space between the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4), so that a closed space is formed between the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4); a clutch differential lock switch (1) is arranged in the middle of the left side of a clutch differential lock cylinder cover (3), and a clutch differential lock elbow connector (17) is arranged below the clutch differential lock switch (1).

As shown in the description of fig. 6a and 6b, an integrated driven bevel gear matching surface (53-8) is arranged at the left end of the right wheel differential case (53) along the outer side in the diameter direction, and the integrated driven bevel gear matching surface (53-8) is used for being matched and connected with a matching hole (58-8) of the right wheel differential case arranged on the integrated driven bevel gear (58); an inter-wheel differential bearing II mounting surface (53-5) is arranged at the outer side of the right end of the right inter-wheel differential shell (53) along the diameter direction and is used for being matched with an inner ring roller bearing of an inter-wheel differential bearing II (63); a half-shaft gear gasket matching surface (53-4) is arranged on the right side of the inner side of the diameter direction in the middle of the right inter-wheel differential case (53) and used for mounting a half-shaft gear gasket (54); four short anti-rotation planetary gear shaft elastic cylindrical pin mounting holes (53-2) are uniformly distributed on the integrated driven bevel gear matching surface (53-8) and are used for mounting the short anti-rotation planetary gear shaft elastic cylindrical pins (57); a plurality of connecting threaded holes (53-9) are uniformly distributed on the matching surface (53-8) of the integrated driven bevel gear, and the connecting threaded holes (53-9) are used for fixedly connecting the integrated driven bevel gear (58) and the right shell (53) of the inter-wheel differential into a rigid whole through an inter-wheel differential shell connecting bolt (62); four anti-rotation cross shaft mounting holes (53-1) are uniformly distributed on the shell between the integrated driven bevel gear matching surface (53-8) and the half axle gear gasket matching surface (53-4), and the anti-rotation cross shaft mounting holes (53-1) are used for mounting short anti-rotation planetary gear shafts (59) and long anti-rotation planetary gear shafts (60); the inner sides of the four anti-rotation cross shaft mounting holes (53-1) which are uniformly distributed along the axis direction are provided with anti-rotation planetary gear gasket spherical surface matching surfaces (53-3); a plurality of second lightening holes (53-6) are uniformly distributed on the shell between the integrated driven bevel gear matching surface (53-8) and the half axle gear gasket matching surface (53-4) along the circumferential direction, and are used for enabling gear lubricating oil to smoothly enter the interior of the inter-wheel differential assembly and enhancing lubrication; and reinforcing ribs (53-7) are arranged between the second lightening holes (53-6) along the circumferential direction and are used for enhancing the strength and rigidity of the right shell (53) of the inter-wheel differential.

As shown in the description of the attached figures 7a and 7b, a plurality of oil storage pits (56-1) are uniformly distributed on the anti-rotation planetary gear gasket (56) along the circumferential direction, used for storing a plurality of lubricating oil in the pit groove, the center of the anti-rotation planetary gear gasket (56) is provided with an anti-rotation cross axle mounting hole (56-3), two side edges of the anti-rotation cross axle mounting hole (56-3) along the outer side of the diameter direction are provided with anti-rotation flat plates (56-2), the anti-rotation flat plates (56-2) are matched with the anti-rotation flat plates arranged on the short anti-rotation planetary gear shafts (59) and the long anti-rotation planetary gear shafts (60) to prevent the abrasion of the spherical surfaces of the inter-wheel differential planetary gear (61) and the inter-wheel differential right shell (53) caused by relative movement in the running process of the inter-wheel differential assembly, so that the problem of serious abrasion of the spherical surface of the inter-wheel differential right shell (53) is caused.

As shown in the accompanying drawings 8a-8c, the integrated driven bevel gear (58) is integrally forged from the driven bevel gear (58-1) and the left case (58-2) of the inter-wheel differential; the driven bevel gear (58-1) is provided with an inter-wheel differential right shell matching hole (53-8) along the inner side end face in the diameter direction, and the inter-wheel differential right shell matching hole (58-8) is used for being matched with an integrated driven bevel gear matching surface (58-8) arranged on the inter-wheel differential right shell (53); a half-shaft gear gasket matching surface (58-7) is arranged on the inner side of the middle part of the left shell (58-2) of the inter-wheel differential and used for mounting a half-shaft gear gasket (54); the matching surface (58-3) of the inter-wheel differential bearing I is arranged at the outer side of the left end of the inter-wheel differential left shell (58-2) along the diameter direction and is used for matching with an inner ring roller bearing of the inter-wheel differential bearing I (52); a plurality of connecting bolt holes (58-10) are uniformly distributed on the large flange surface in the middle of the left shell (58-2) of the inter-wheel differential and are used for being matched and connected with connecting threaded holes (74-9) arranged on the right shell (53) of the inter-wheel differential through connecting bolts (62) of the inter-wheel differential, so that the integrated driven bevel gear (58) and the right shell (53) of the inter-wheel differential are connected and fixed into a rigid whole; an inter-wheel differential lock end surface spline (58-9) is arranged on the left end surface of the inter-wheel differential mechanism left shell (58-2), and the inter-wheel differential lock end surface spline (58-9) is used for being matched with an inter-wheel differential lock moving gear sleeve, so that differential of a left driving wheel and a right driving wheel is prevented, the driving force of a driving axle is improved, and the passing capacity of the whole vehicle is improved; a circle of first lightening holes (58-6) are uniformly distributed on the shell of the left shell (58-2) of the inter-wheel differential between the connecting bolt holes (58-10) and the matching surface (58-3) of the bearing I of the inter-wheel differential, and first lightening grooves (58-4) and second lightening grooves (58-5) are alternately arranged between the first lightening holes (58-6); the length of the first lightening groove (58-4) is smaller than that of the second lightening groove (58-5) and is used for ensuring the strength and rigidity of the integrated driven bevel gear (58).

As shown in the accompanying figure 9a, when a commercial vehicle runs in a full-load state, the whole vehicle needs strong driving force to drive the whole vehicle to run forwards, a user can press a 6 x 4 driving mode button, at the moment, high-pressure gas enters a clutch differential lock cylinder (4) through a clutch differential lock elbow connector (17), the high-pressure gas pushes a clutch differential lock piston (5) to move rightwards in the closed clutch differential lock cylinder (4), the clutch differential lock piston (5) pushes a clutch differential lock shifting fork (8) to move rightwards through a clutch differential lock shifting fork shaft (7), meanwhile, the clutch differential lock shifting fork shaft (7) compresses a clutch differential lock return spring (9), so that the clutch differential lock return spring (9) is in a compressed state, the clutch differential lock shifting fork (8) pushes a clutch differential lock moving gear sleeve (11) to move rightwards along an involute spline matched with a clutch gear ring (12) along an axis, the end face teeth (11-1) of the movable gear sleeve arranged on the clutch differential lock movable gear sleeve (11) are meshed with the end face teeth (15-1) of the rear bevel gear clutch mechanism arranged on the rear bevel gear (15), so that the driving cylindrical gear shaft (21), the driving cylindrical gear (10), the clutch gear ring (12) and the rear bevel gear (15) are connected into a rigid whole through the clutch differential lock movable gear sleeve (11); at the moment, driving torque is transmitted to a middle axle input end flange (24) from a transmission shaft, the middle axle input end flange (24) transmits the torque to a driving cylindrical gear shaft (21) through an involute spline, half of the torque is transmitted to the driving cylindrical gear (10) as the driving cylindrical gear (10) and a clutch gear ring (12) are both matched and connected with the driving cylindrical gear shaft (21) through the involute spline, half of the torque transmitted to the driving cylindrical gear (10) is transmitted to the driving conical gear (29) and an integrated driven conical gear (58) through a driven cylindrical gear (30), and the torque is distributed to left and right wheels of a middle axle through an inter-wheel differential mechanism and an inter-wheel differential lock assembly after being reduced and increased in torque through the driving conical gear (29) and the integrated driven conical gear (58); the other half of the torque is transmitted to the rear bevel gear (15) through the clutch gear ring (12) and the clutch differential lock moving gear sleeve (11), and then is transmitted to the rear axle through the rear bevel gear (15) in sequence through the through shaft (42) and the through shaft output flange (44); at this time, the entire vehicle is in a 6 × 4 drive mode.

As shown in fig. 9b, when the commercial vehicle runs under the condition of no load or no full load, the entire vehicle does not need such a large driving force to drive the entire vehicle to run forward, and the user can press the 6 × 2 driving mode button, so that the original 6 × 4 running tractor is converted into the 6 × 2 running tractor, thereby achieving the purposes of improving the transmission efficiency and saving the fuel consumption. At the moment, high-pressure gas does not exist in the clutch differential lock cylinder (4), the clutch differential lock return spring (9) which is originally in a compressed state is restored to an initial state, and meanwhile, the clutch differential lock is driven to move the gear sleeve (11), the clutch differential lock shifting fork (8), the clutch differential lock shifting fork shaft (7) and the clutch differential lock piston (5) to move leftwards, so that the rear bevel gear (15) and the driving cylindrical gear shaft (21) are formed into two single pieces which can freely rotate along the central axis; at the moment, driving torque is transmitted to a middle axle input end flange (24) from a transmission shaft, the middle axle input end flange (24) transmits the torque to a driving cylindrical gear shaft (21) through an involute spline, and the driving cylindrical gear (10) and a clutch gear ring (12) are both matched and connected with the driving cylindrical gear shaft (21) through the involute spline, and meanwhile, a clutch differential lock moving gear sleeve (11) and a rear bevel gear (15) are in a disconnected state, so that the torque is transmitted to a driving conical gear (29) and an integrated driven conical gear (58) only through the driving cylindrical gear (10) through the driven cylindrical gear (30), and the torque is distributed to left and right wheels of a middle axle through an inter-wheel differential and an inter-wheel differential lock assembly after being reduced and increased in torque through the driving conical gear (29) and the integrated driven conical gear (58); at this time, the entire vehicle is in a 6 × 2 drive mode.

The rear bevel gear clutch mechanism arranged at the rear bevel gear of the main speed reducer of the intermediate axle enables the drive axle to be converted between two driving forms of 6 multiplied by 4 and 6 multiplied by 2, so that the original tractor running at 6 multiplied by 4 is converted into the tractor running at 6 multiplied by 2 under the condition that the vehicle is not fully loaded, the purposes of improving the transmission efficiency, saving the fuel consumption and increasing the extra income for users are achieved, and according to conservative estimation, the fuel consumption of a commercial vehicle using the device can be saved by more than 3 percent every year;

meanwhile, the inter-axle differential assembly is only needed to be cancelled on the basis of the existing production middle axle main reducer assembly, the torque transmitted to the rear drive axle can be cut off by adopting the rear bevel gear clutch mechanism and disconnecting the rear bevel gear clutch mechanism, so that the interconversion of the driving forms of 6 x 4 and 6 x 2 of the whole automobile is realized, parts such as a reducer shell, an upper cover and a transmission shaft do not need to be changed, the full-system through axle is suitable, the development cost is low, the transverse expansion and the strong adaptability are realized;

the rear bevel gear clutch device arranged at the rear bevel gear of the main speed reducer of the middle axle enables the drive axle to be mutually converted between two drive forms of 6 multiplied by 4 and 6 multiplied by 2, and when the vehicle is not fully loaded, the rear bevel gear clutch mechanism is disconnected, so that the input torque of the rear drive axle is zero, and the rear drive axle can be lifted, thereby not only improving the turning radius of the whole vehicle and reducing the requirements of the vehicle operation on the field, but also reducing the tire abrasion and saving the tire expenditure to bring higher economic benefits to users.

Claims

1. The utility model provides a well axle final drive assembly with back bevel gear clutching mechanism which characterized in that: the transmission mechanism is composed of a rear bevel gear clutch mechanism assembly part, an inter-wheel differential mechanism and inter-wheel differential lock assembly part, a driving bevel gear assembly part and a through shaft assembly part;

the clutch mechanism assembly part of the rear bevel gear mainly comprises a clutch differential lock shifting fork shaft (7), a clutch differential lock shifting fork (8), a clutch differential lock return spring (9), a driving cylindrical gear (10), a clutch differential lock moving gear sleeve (11), a clutch gear ring (12), an end surface needle roller thrust bearing (13), a rear bevel gear (15), a rear bevel gear bearing (16), a driving cylindrical gear shaft (21) and a front shell (27) of a middle axle main reducer; the driving cylindrical gear shaft (21) is supported on a front shell (27) of a main speed reducer of the intermediate axle through a driving cylindrical gear shaft bearing (26) at the input end of the intermediate axle; the driving cylindrical gear (10) and the clutch gear ring (12) are respectively arranged on a driving cylindrical gear shaft (21) and are connected with the driving cylindrical gear shaft (21) through involute splines; the right end of the driving cylindrical gear shaft (21) is supported on a rear bevel gear bearing (16) through a rear bevel gear bushing (14), and a rear bevel gear (15) is supported on a middle axle main reducer shell (39) through a rear bevel gear bearing (16); the end surface needle roller thrust bearing (13) is arranged between the clutch gear ring (12) and the rear bevel gear (15); a bridge input end flange (24) matched with the driving cylindrical gear shaft (21) through an involute spline is arranged at the left end of the driving cylindrical gear shaft (21) and the left side of a driving cylindrical gear shaft bearing (26) at the middle bridge input end; a clutch differential lock moving gear sleeve (11) which is arranged on the clutch gear ring (12) through an involute spline is arranged on the right side of the middle part of the driving cylindrical gear shaft (21) and on the outer side of the clutch gear ring (12) along the diameter direction; the left end of the clutch differential lock shifting fork shaft (7) is arranged in a front shell clutch differential lock shifting fork shaft hole (27-1) arranged at the upper end of a front shell (27) of the intermediate axle main reducer, and the right end of the clutch differential lock shifting fork shaft (7) is arranged in a main reducer shell clutch differential lock shifting fork shaft hole (39-1) arranged at the upper end of an intermediate axle main reducer shell (39); one end of the clutch differential lock shifting fork (8) is arranged on the clutch differential lock shifting fork shaft (7), and the other end of the clutch differential lock shifting fork shaft is arranged on a clutch differential lock shifting fork groove (11-2) arranged on the clutch differential lock moving gear sleeve (11); the clutch differential lock return spring (9) is installed on the clutch differential lock shifting fork shaft (7), the left end of the clutch differential lock return spring (9) is abutted against the shaft space of the clutch differential lock shifting fork shaft (7), and the right end of the clutch differential lock return spring (9) is abutted against the end surface of a clutch differential lock shifting fork shaft hole (39-1) arranged on the left side of the upper end of the middle axle main reducer shell (39); a clutch differential lock cylinder (4) is arranged on the left side of the upper end of a front shell (27) of the intermediate axle main speed reducer, a clutch differential lock cylinder cover (3) is arranged on the left side of the clutch differential lock cylinder (4), and the clutch differential lock cylinder cover (3) and the clutch differential lock cylinder (4) are both fixed on the front shell (27) of the intermediate axle main speed reducer; a clutch differential lock piston (5) is arranged in the clutch differential lock cylinder (4), and a clutch differential lock piston sealing O-shaped ring (6) is arranged between the clutch differential lock piston (5) and the clutch differential lock cylinder (4); a clutch differential lock switch (1) is arranged in the middle of the left side of a clutch differential lock cylinder cover (3), and a clutch differential lock bent nozzle joint (17) is arranged below the clutch differential lock switch (1);

the driving bevel gear assembly part mainly comprises a driving bevel gear locking nut (28), a driving bevel gear (29), a driven cylindrical gear (30), a driving bevel gear small end bearing (32), a driving bevel gear bearing seat (33), a driving bevel gear large end bearing (38) and a middle axle main reducer shell (39); the driving bevel gear (29) is supported on a driving bevel gear bearing seat (33) through a driving bevel gear small-end bearing (32) arranged on the left side of the middle part of the shaft lever and a driving bevel gear large-end bearing (38) arranged on the right side of the middle part of the shaft lever respectively; the rear end of the driving conical gear (29) is supported on a middle axle main reducer shell (39) through a driving conical gear front guide bearing (40); the driving bevel gear bearing seat (33) is fixed on a middle axle main reducer shell (39) through a driving bevel gear bearing seat connecting bolt (34); a driving bevel gear bearing pre-tightening force adjusting gasket (35), a driving bevel gear bearing spacer (36) and a driving bevel gear bearing adjusting washer (37) are sequentially arranged between the driving bevel gear small-end bearing (32) and the driving bevel gear large-end bearing (38) from left to right, and the driving bevel gear bearing pre-tightening force adjusting gasket (35), the driving bevel gear bearing spacer (36) and the driving bevel gear bearing adjusting washer (37) are all arranged on the shaft diameter of the driving bevel gear (29); a driven cylindrical gear (30) connected with the driving conical gear (29) through an involute spline is arranged on the left side of the driving conical gear small end bearing (32); a driving bevel gear locking nut (28) is arranged on the left side of the driven cylindrical gear (30), and the driving bevel gear locking nut (28) is locked with the driving bevel gear (29) in a thread mode; the middle axle main reducer front shell (27) and the middle axle main reducer shell (39) are fastened and connected into a whole through a middle axle main reducer front shell connecting bolt (31);

the through shaft assembly part mainly comprises an axle housing rear cover bearing seat (41), a through shaft (42), a through shaft bearing cover (49) and a through shaft bearing unit (50); the left side of the through shaft (42) is supported on the rear bevel gear (15), the through shaft (42) is connected with the rear bevel gear (15) through an involute spline, and the right side of the through shaft (42) is supported on an axle housing rear cover bearing seat (41) through a through shaft bearing unit (50); the through shaft bearing cover (49) is fixed on the right end face of the axle housing rear cover bearing block (41) through a through shaft bearing cover connecting bolt (43), a through shaft output flange (44) is arranged at the right end of the through shaft (42), and the through shaft output flange (44) is connected with the through shaft (42) through an involute spline; a through shaft output flange dust cover (47) is arranged at the middle part of the through shaft output flange (44) along the outer side of the diameter direction; a through shaft oil seal (48) provided between the through shaft output flange (44) and the through shaft bearing pressure cover (49); a through shaft output flange locking nut (45) is arranged at the right end of the through shaft (42) and at the right side of the through shaft output flange (44), and the through shaft output flange locking nut (45) is fixedly connected with the through shaft (42) in a threaded mode; a through shaft output flange sealing O-ring (46) is arranged between the through shaft output flange locking nut (45) and the through shaft (42);

the inter-wheel differential and inter-wheel differential lock assembly mainly comprises an inter-wheel differential bearing adjusting ring (51), an inter-wheel differential bearing I (52), an inter-wheel differential right shell (53), a half axle gear gasket (54), a half axle gear (55), an anti-rotation planetary gear gasket (56), a short anti-rotation planetary gear shaft elastic cylindrical pin (57), an integrated driven bevel gear (58), a short anti-rotation planetary gear shaft (59) and a long anti-rotation planetary gear shaft (60), the device comprises an inter-wheel differential planetary gear (61), an inter-wheel differential bearing II (63), an inter-wheel differential lock return spring (64), an inter-wheel differential lock shifting fork (65), an inter-wheel differential lock cylinder (66), an inter-wheel differential lock cylinder cover (67), an inter-wheel differential lock shifting fork shaft (72), an inter-wheel differential lock moving gear sleeve (73), an inter-wheel differential bearing cover (75) and an inter-wheel differential bearing adjusting ring locking plate (78); the right inter-wheel differential shell (53) and the integrated driven bevel gear (58) are connected into a rigid whole through an inter-wheel differential shell connecting bolt (62), and are supported on the middle axle main speed reducer shell (39) in a spanning mode through an inter-wheel differential bearing I (52) arranged on the left side of the right inter-wheel differential shell (53) and an inter-wheel differential bearing II (63) arranged on the right side of the integrated driven bevel gear (58) respectively; an inter-wheel differential bearing cover (75) is respectively arranged on the left side of the inter-wheel differential bearing I (52) and the right side of the inter-wheel differential bearing II (63), and the inter-wheel differential bearing cover (75), the bearing outer ring of the inter-wheel differential bearing I (52) and the bearing outer ring of the inter-wheel differential bearing II (63) are fixed on the middle axle main reducer shell (39) through inter-wheel differential bearing cover fastening bolts (76) to form a rigid whole; an inter-wheel differential bearing adjusting ring (51) is respectively arranged on the left end face of the inter-wheel differential bearing I (52) and the right end face of the inter-wheel differential bearing II (63), and the inter-wheel differential bearing adjusting ring (51) is fixedly connected with a middle axle main speed reducer shell (39) and an inter-wheel differential bearing cover (75) in a threaded connection mode; the outer sides of the inter-wheel differential bearing adjusting rings (51) are respectively provided with inter-wheel differential bearing adjusting ring locking plates (78), and the inter-wheel differential bearing adjusting ring locking plates (78) are fixedly locked on an inter-wheel differential bearing cover (75) through inter-wheel differential bearing adjusting ring locking nuts (77); a side gear spacer (54) is respectively arranged on the inner side of the diameter direction of the middle part of the right shell (53) of the inter-wheel differential and the inner side of the diameter direction of the middle part of the integrated driven bevel gear (58), and a side gear (55) is respectively arranged on the side gear spacer (54); two short anti-rotation planetary gear shafts (59) and a long anti-rotation planetary gear shaft (60) are respectively arranged in a planetary gear shaft mounting hole which is arranged on the right side of the right shell (53) of the inter-wheel differential along the diameter direction, and the two short anti-rotation planetary gear shafts (59) and the long anti-rotation planetary gear shaft (60) are mutually matched and connected through keys and key grooves which are processed on the two short anti-rotation planetary gear shafts; the end parts of the two short anti-rotation planetary gear shafts (59) are respectively provided with a short anti-rotation planetary gear shaft elastic cylindrical pin (57); four inter-wheel differential planetary gears (61) are arranged on shaft rods of two short anti-rotation planetary gear shafts (59) and one long anti-rotation planetary gear shaft (60), between two half shaft gears (55) and in a sphere on the inner side of an inter-wheel differential right shell (53) along the diameter direction, and the four inter-wheel differential planetary gears (61) are meshed with the two half shaft gears (55); four anti-rotation planetary gear gaskets (56) are arranged between the four inter-wheel differential planetary gears (61) and a sphere on the inner side of the right inter-wheel differential shell (53) in the diameter direction, and the anti-rotation planetary gear gaskets (56) are also arranged on shaft rods of two short anti-rotation planetary gear shafts (59) and one long anti-rotation planetary gear shaft (60); an inter-wheel differential lock moving gear sleeve (73) is arranged at the right end of the integrated driven conical gear (58); the left end and the right end of an inter-wheel differential lock shifting fork shaft (72) are both arranged in two coaxial inter-wheel differential lock shifting fork shaft holes arranged on the right side of the lower end of a middle axle main reducer shell (39); one end of an inter-wheel differential lock shifting fork (65) is arranged on an inter-wheel differential lock shifting fork shaft (72), and the other end of the inter-wheel differential lock shifting fork shaft is arranged on an inter-wheel differential lock shifting fork groove (73-2) which is processed in the middle of an inter-wheel differential lock moving gear sleeve (73) along the outer side of the diameter direction; an inter-wheel differential lock return spring (64) is arranged on an inter-wheel differential lock shifting fork shaft (72), the left end of the inter-wheel differential lock return spring (64) is propped against the end surface of an inter-wheel differential lock shifting fork shaft hole arranged on a front shell (30) of a middle axle main speed reducer, and the right end of the inter-wheel differential lock return spring (64) is propped against the left end surface of an inter-wheel differential lock shifting fork (65); an inter-wheel differential lock cylinder (66) is arranged on the right side of the lower end of a middle axle main speed reducer shell (39), an inter-wheel differential lock cylinder cover (67) is arranged on the right side of the inter-wheel differential lock cylinder (66), and the inter-wheel differential lock cylinder (66) and the inter-wheel differential lock cylinder cover (67) are fixedly arranged on the middle axle main speed reducer shell (39) through three inter-wheel differential lock cylinder cover locking bolts (68); an inter-wheel differential lock piston (70) is arranged at the left end of the inner cavity of the inter-wheel differential lock cylinder (66) and the inter-wheel differential lock cylinder cover (67); an inter-wheel differential lock piston sealing O-shaped ring (71) is arranged between the inter-wheel differential lock piston (70) and the inter-wheel differential lock cylinder (66); an inter-wheel differential lock switch (69) is arranged in the middle of the right end face of the inter-wheel differential lock cylinder cover (67), and an inter-wheel differential lock elbow joint (74) is arranged on the side of the inter-wheel differential lock switch (69).

2. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: the left end of the rear bevel gear (15) is integrated with rear bevel gear clutch mechanism end face teeth (15-1), and the right end is provided with a through shaft matched internal spline (15-2) along the inner side of the diameter direction.

3. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: a middle bridge input end flange dust cover (25) is arranged at the middle part of the middle bridge input end flange (24) along the outer side of the diameter direction; a middle axle input end adjusting ring (19) is arranged at the right end of a middle axle input end flange (24) along the outer side of the diameter direction and at the left side of a middle axle input end driving cylindrical gear shaft bearing (26), the middle axle input end adjusting ring (19) is matched and connected with a middle axle main reducer front shell (27) in a threaded mode, and a middle axle input end adjusting ring sealing O-shaped ring (18) is arranged between the left end of the middle axle input end adjusting ring (19) along the outer side of the diameter direction and the middle axle main reducer front shell (27); a middle bridge input end oil seal (20) is arranged between the middle bridge input end adjusting ring (19) and the middle bridge input end flange (24);

a middle bridge input end flange locking nut (22) is arranged at the left end of the driving cylindrical gear shaft (21) and the left side of the middle bridge input end flange (24), and the middle bridge input end flange locking nut (22) is fixedly connected with the driving cylindrical gear shaft (21) in a threaded mode; a middle bridge input end flange sealing O-shaped ring (23) is arranged between the middle bridge input end flange locking nut (22) and the middle bridge input end flange (24).

4. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: the right side end face of the clutch differential lock moving gear sleeve (11) is provided with moving gear sleeve end face teeth (11-1), and the middle part of the clutch differential lock moving gear sleeve (11) is provided with a clutch differential lock shifting fork groove (11-2) along the outer side of the diameter direction.

5. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: the end face teeth (73-1) of the moving gear sleeve of the wheel differential lock are machined on the left end face of the moving gear sleeve (73) of the wheel differential lock.

6. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: an integrated driven bevel gear matching surface (53-8) is arranged at the outer side of the diameter direction of the left end of the right wheel differential case (53), and the integrated driven bevel gear matching surface (53-8) is used for being matched and connected with a right wheel differential case matching hole (58-8) arranged on the integrated driven bevel gear (58); an inter-wheel differential bearing II mounting surface (53-5) is arranged at the outer side of the right end of the right inter-wheel differential shell (53) along the diameter direction; a half axle gear gasket matching surface (53-4) is arranged on the right side of the inner side of the diameter direction in the middle of the right shell (53) of the inter-wheel differential; four short anti-rotation planet gear shaft elastic cylindrical pin mounting holes (53-2) are uniformly distributed on the integrated driven bevel gear matching surface (53-8); a plurality of connecting threaded holes (53-9) are uniformly distributed on the integrated driven bevel gear matching surface (53-8); four anti-rotation cross shaft mounting holes (53-1) which are uniformly distributed are formed in the shell between the integrated driven bevel gear matching surface (53-8) and the half axle gear gasket matching surface (53-4); the inner sides of the four anti-rotation cross shaft mounting holes (53-1) which are uniformly distributed along the axis direction are provided with anti-rotation planetary gear gasket spherical surface matching surfaces (53-3); a plurality of second lightening holes (53-6) are uniformly distributed on the shell between the integrated driven bevel gear matching surface (53-8) and the half axle gear gasket matching surface (53-4) along the circumferential direction; and reinforcing ribs (53-7) are arranged between the second lightening holes (53-6) along the circumferential direction.

7. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: a plurality of oil storage pits (56-1) are uniformly distributed on the anti-rotation planetary gear gasket (56) along the circumferential direction, an anti-rotation cross axle mounting hole (56-3) is formed in the center of the anti-rotation planetary gear gasket (56), and anti-rotation flat plates (56-2) are arranged on two side edges of the anti-rotation cross axle mounting hole (56-3) along the outer side of the diameter direction.

8. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 1, wherein: the integrated driven bevel gear (58) is formed by integrally forging a driven bevel gear (58-1) and an inter-wheel differential left shell (58-2); the driven bevel gear (58-1) is provided with an inter-wheel differential right shell matching hole (53-8) along the inner side end surface in the diameter direction; a half-shaft gear gasket matching surface (58-7) is arranged on the inner side of the middle part of the left shell (58-2) of the inter-wheel differential and used for mounting a half-shaft gear gasket (54); the matching surface (58-3) of the bearing I of the inter-wheel differential is arranged at the outer side of the left end of the left shell (58-2) of the inter-wheel differential along the diameter direction; a plurality of connecting bolt holes (58-10) are uniformly distributed on the large flange surface in the middle of the left shell (58-2) of the inter-wheel differential; an inter-wheel differential lock end face spline (58-9) is arranged on the left end face of the inter-wheel differential left shell (58-2); a circle of first lightening holes (58-6) are uniformly distributed on an outer shell of a left shell (58-2) of the inter-wheel differential between the connecting bolt holes (58-10) and a matching surface (58-3) of a bearing I of the inter-wheel differential, and first lightening grooves (58-4) and second lightening grooves (58-5) are alternately arranged between the first lightening holes (58-6).

9. The intermediate axle final drive assembly with a rear bevel gear clutch mechanism according to claim 8, wherein: the length of the first lightening groove (58-4) is smaller than that of the second lightening groove (58-5).