CN114877050A

CN114877050A - Middle axle speed reducer and vehicle

Info

Publication number: CN114877050A
Application number: CN202210518087.6A
Authority: CN
Inventors: 冯涛; 王浩
Original assignee: FAW Jiefang Automotive Co Ltd
Current assignee: FAW Jiefang Automotive Co Ltd
Priority date: 2022-05-12
Filing date: 2022-05-12
Publication date: 2022-08-09

Abstract

The invention discloses a middle axle speed reducer and a vehicle, and relates to the technical field of automobile manufacturing. The middle axle speed reducer comprises a shell and a main shaft, wherein the shell is provided with a through hole; one end of the main shaft is convexly provided with a connecting flange along the circumferential direction, the connecting flange and the main shaft are integrally formed, the other end of the main shaft penetrates through the through hole and is rotatably connected with the shell, and the connecting flange is positioned outside the shell. The middle axle speed reducer reduces the weight and the material cost.

Description

Middle axle speed reducer and vehicle

Technical Field

The invention relates to the technical field of automobile manufacturing, in particular to a middle axle speed reducer and a vehicle.

Background

As a strut industry, the automobile industry has higher and higher requirements along with the sustainable and stable high-quality development of economy in China. The development of the commercial vehicle is inevitably in the situation of light weight, large torque, low oil consumption, intellectualization and low cost. The intermediate axles of commercial vehicles are generally equipped with a speed reducer for reducing the speed and increasing the torque when the intermediate axles are driven. The middle axle speed reducer is taken as a key component, and the light weight and the high fatigue strength of the middle axle speed reducer are inevitable development trends.

In the existing middle axle speed reducer, because the flange is connected with the main shaft through the spline, the main shaft cannot be too thin in order to ensure the strength of the main shaft, so that the part of the flange sleeved on the main shaft is too large in size, and the weight and the cost are high.

In view of the above problems, it is necessary to develop a middle axle speed reducer and a vehicle to solve the problems of heavy weight and high cost of the middle axle speed reducer.

Disclosure of Invention

The invention aims to provide a middle axle speed reducer and a vehicle, which are capable of reducing weight and material cost.

In order to achieve the purpose, the invention adopts the following technical scheme:

a mid-axle retarder comprising:

a housing provided with a through hole;

the main shaft, the protruding connecting flange that is equipped with of one end of main shaft along circumference, connecting flange with main shaft integrated into one piece, the other end of main shaft passes the through-hole and with the casing rotates and is connected, connecting flange is located outside the casing.

Preferably, still include through axle and differential subassembly, the through axle with the coaxial setting of main shaft, the differential subassembly includes:

the rotating support is sleeved on the main shaft and fixedly connected with the main shaft, the rotating support is rotatably connected with a plurality of planetary gears along the circumferential direction of the main shaft, and rotating shafts of the planetary gears are vertical to the axial direction of the main shaft;

the cylindrical gear is sleeved on the main shaft, and one side of the cylindrical gear, facing the rotating support, is provided with meshing teeth which are meshed with the planetary gear;

the transmission gear is sleeved on the through shaft and fixedly connected with the through shaft, the transmission gear is meshed with the planetary gear, and the transmission gear and the cylindrical gear are respectively positioned on two sides of the rotating support.

Preferably, the differential lock assembly further comprises a locking piece, the locking piece is connected with the main shaft in a sliding mode along the axial direction of the main shaft, and the locking piece can be locked with the cylindrical gear so that the cylindrical gear and the main shaft can rotate synchronously.

Preferably, the main shaft has a fixing groove opened along a circumferential direction, and the differential lock assembly further includes:

the base is sleeved on the main shaft and synchronously rotates with the main shaft, and the locking piece is arranged on the base in a sliding manner;

the fixing ring is clamped into the fixing groove and fixedly connected with the base.

Preferably, the differential lock assembly further includes an anti-wear gasket, the main shaft is sleeved with the anti-wear gasket, and the anti-wear gasket is clamped between the fixing ring and the cylindrical gear.

Preferably, the differential lock assembly further includes an elastic gasket, the main shaft is sleeved with the elastic gasket, and the elastic gasket is clamped between the fixing ring and the anti-wear gasket.

Preferably, still include the oil blanket, the oil blanket is fixed set up in the inner wall of through-hole, the seal lip sealing butt of oil blanket the lateral wall of main shaft.

Preferably, the inner wall of the through hole is circumferentially provided with a step, the step surface of the step faces the outside of the housing, and the oil seal is abutted against the step surface.

Preferably, the dustproof cover is sleeved on the main shaft and fixedly connected with the main shaft, the oil seal is convexly provided with a dustproof part, and the dustproof part extends into the dustproof cover.

A vehicle comprises the intermediate axle speed reducer.

The invention has the beneficial effects that:

the invention provides a middle axle speed reducer. In the middle axle speed reducer, the main shaft and the connecting flange are integrally formed, so that the difference between the diameter of the joint of the main shaft and the connecting flange and other parts of the main shaft is not large, and the overall size of the main shaft and the connecting flange is greatly reduced. And the size of the part of the shell of the middle axle speed reducer, which is positioned on the main shaft and the connecting flange, is correspondingly reduced, so that the weight is reduced, and the material cost is reduced.

Drawings

FIG. 1 is a schematic structural diagram of a mid-axle speed reducer provided by the present invention;

FIG. 2 is an enlarged view of a portion of FIG. 1 at A;

fig. 3 is a partially enlarged view at B in fig. 1.

In the figure:

1. a housing; 2. a main shaft; 3. a connecting flange; 4. penetrating the shaft; 5. a differential assembly; 6. a differential lock assembly; 7. oil sealing; 8. a dust cover; 9. a drive shaft; 10. a differential mechanism;

51. rotating the bracket; 52. a cylindrical gear; 53. a transmission gear; 61. a locking member; 62. a base; 63. a fixing ring; 64. an anti-wear gasket; 65. an elastic pad; 71. a sealing lip; 72. a dust-proof portion;

511. a planetary gear.

Detailed Description

Reference will now be made in detail to the embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.

In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.

Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "secured" are to be construed broadly and encompass, for example, both fixed and removable connections; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

Unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may include the first feature being in direct contact with the second feature, or may include the first feature being in direct contact with the second feature but being in contact with the second feature by another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

The technical scheme of the invention is further explained by the specific implementation mode in combination with the attached drawings.

The middle axle speed reducer comprises a shell 1 and a main shaft 2, a connecting flange 3 is sleeved at one end, extending out of the shell 1, of the main shaft 2, and the main shaft 2 is in transmission connection with a transmission shaft 9 of a vehicle body through the connecting flange 3. However, in the conventional intermediate axle speed reducer, since the connecting flange 3 is connected with the main shaft 2 by the spline, in order to ensure the strength of the main shaft 2, the main shaft 2 cannot be too thin, which results in an oversize of the part of the connecting flange 3 sleeved on the main shaft 2 and an oversize of the housing 1 at the position, which results in a heavy weight and a high cost.

In order to solve the above problem, the present embodiment provides a middle axle speed reducer. As shown in fig. 1, a through hole is formed in a housing 1 of the middle axle speed reducer, a connecting flange 3 is convexly formed at one end of a main shaft 2 along the circumferential direction, the connecting flange 3 is integrally formed with the main shaft 2, the other end of the main shaft 2 penetrates through the through hole and is rotatably connected with the housing 1, and the connecting flange 3 is located outside the housing 1.

In the middle axle speed reducer, the main shaft 2 and the connecting flange 3 are integrally formed, so that the difference between the diameter of the connecting part of the main shaft 2 and the connecting flange 3 and other parts of the main shaft 2 is not large, and the overall size of the main shaft 2 and the connecting flange 3 is greatly reduced. In addition, the size of the part, located on the main shaft 2 and the connecting flange 3, of the shell 1 of the middle axle speed reducer is correspondingly reduced, so that the weight is reduced, and the material cost is reduced.

Preferably, the main shaft 2 adopts a hollow structure to further reduce the weight.

Preferably, the intermediate axle speed reducer further comprises a through shaft 4 and a differential assembly 5, wherein the through shaft 4 is coaxially arranged with the main shaft 2, and the differential assembly 5 comprises a rotating bracket 51, a cylindrical gear 52 and a transmission gear 53. The rotating bracket 51 is sleeved on the main shaft 2 and fixedly connected with the main shaft 2, the rotating bracket 51 is rotatably connected with a plurality of planetary gears 511 along the circumferential direction of the main shaft 2, and the rotating shafts of the planetary gears 511 are perpendicular to the axial direction of the main shaft 2. The cylindrical gear 52 is sleeved on the main shaft 2, and one side of the cylindrical gear 52 facing the rotating bracket 51 is provided with meshing teeth which are meshed with the planetary gears 511. The transmission gear 53 is sleeved on the through shaft 4 and is fixedly connected with the through shaft 4, the transmission gear 53 is meshed with the planetary gear 511, and the transmission gear 53 and the cylindrical gear 52 are respectively positioned at two sides of the rotating bracket 51.

Run through axle 4 and be used for driving the rear axle, run through axle 4 and be connected through the transmission of differential subassembly 5 with main shaft 2 for the wheel of well axle and rear axle can realize the differential rotation, thereby improves the stability and the suitability of vehicle driving in-process. When the main shaft 2 drives the rotating bracket 51 to rotate, if the resistance force applied to the wheels of the middle axle and the wheels of the rear axle during the running of the vehicle is equal, the planetary gear 511 of the rotating bracket 51 does not rotate, and the rotating speed of the cylindrical gear 52 meshed with the planetary gear 511 is equal to that of the transmission gear 53. If the resistance received by the wheels of the middle axle and the wheels of the rear axle during the running of the vehicle are different, the planetary gear 511 of the rotating carrier 51 rotates, and the rotational speed of the spur gear 52 meshed with the planetary gear 511 and the rotational speed of the transmission gear 53 are different, so that a differential speed exists.

Specifically, the rotating bracket 51 is a cross shaft, the main shaft 2 passes through the center of the cross shaft and is fixedly connected with the cross shaft, and four support shafts of the cross shaft extend in the radial direction of the main shaft 2 and are respectively and rotatably connected with planetary gears 511. In the transmission process, the four planetary gears 511 can bear the torque on average, and the stress is relatively balanced.

The middle axle speed reducer also comprises a transmission shaft 9 and a differential mechanism 10, wherein the transmission shaft 9 is meshed with the cylindrical gear 52, and the transmission shaft 9 is in transmission connection with wheels of a middle axle through the differential mechanism 10.

It is understood that the differential assembly 5 adjusts the differential speed spontaneously according to the resistance of the wheels when the wheels of the middle axle and the wheels of the rear axle are made to be differential speed, and if the wheels of the middle axle or the wheels of the rear axle of the vehicle are suspended, the wheels on the ground cannot obtain the driving force by the presence of the differential assembly 5, so that the vehicle cannot advance.

To solve the above problem, the center axle speed reducer further includes a differential lock assembly 6, as shown in fig. 2. The differential lock assembly 6 includes a locking member 61, the locking member 61 is slidably connected to the main shaft 2 in the axial direction of the main shaft 2, and the locking member 61 can be locked to the cylindrical gear 52 to rotate the cylindrical gear 52 synchronously with the main shaft 2.

When the locking member 61 slides toward the cylindrical gear 52 and locks the cylindrical gear 52, the rotational speed of the cylindrical gear 52 and the rotational speed of the main shaft 2 are always kept the same, that is, the planetary gear 511 is locked by the cylindrical gear 52 and does not rotate, so that the penetrating shaft 4 and the main shaft 2 are kept the same. The differential lock assembly 6 can lock the cylindrical gear 52, so that the grounded wheels can always obtain driving force to drive the vehicle to move when the wheels of the middle axle or the wheels of the rear axle are suspended.

Preferably, the main shaft 2 is provided with a fixing groove along the circumferential direction, the differential lock assembly 6 further includes a base 62 and a fixing ring 63, the base 62 is sleeved on the main shaft 2 and rotates synchronously with the main shaft 2, the locking member 61 is slidably disposed on the base 62, the fixing ring 63 is clamped into the fixing groove, and the fixing ring 63 is fixedly connected with the base 62.

Set up base 62 in main shaft 2 to slide locking piece 61 and set up in base 62, can reduce the size of this place main shaft 2, and select the material of base 62 as required, even if the base 62 material is better, the cost is higher, also need not all select for use better material with whole main shaft 2, thereby reduced material cost. Moreover, the main shafts 2 with the same size are matched with the bases 62 with different sizes, so that the requirements of the locking pieces 61 at different positions can be met, the main shafts 2 can be universal, and the material cost and the management cost are reduced.

It can be understood that the structures of the cylindrical gear 52, the main shaft 2, the base 62 and the like need to avoid axial movement, so when there is a differential speed between the cylindrical gear 52 and the main shaft 2, the cylindrical gear 52 and the fixing ring 63 will rub, and after long-time wear, the error of the axial dimension will be larger. To solve this problem, the differential lock assembly 6 further includes an anti-wear gasket 64, the anti-wear gasket 64 is sleeved on the main shaft 2, and the anti-wear gasket 64 is clamped between the fixing ring 63 and the cylindrical gear 52. Specifically, the one side of abrasionproof gasket 64 and cylindrical gear 52 butt is comparatively smooth, and the material of abrasionproof gasket 64 is wear-resisting material, and when there is the differential speed in main shaft 2 and cylindrical gear 52, the frictional force between abrasionproof gasket 64 and the cylindrical gear 52 is less, and abrasionproof gasket 64 is wear-resisting for the axial clearance between cylindrical gear 52 and the wear-resisting gasket changes little, has guaranteed axial dimensions's stability.

Further, the differential lock assembly 6 further includes an elastic gasket 65, the main shaft 2 is sleeved with the elastic gasket 65, and the elastic gasket 65 is clamped between the fixing ring 63 and the anti-wear gasket 64. The fixing ring 63 and the anti-wear gasket 64 compress the elastic gasket 65, so that on one hand, the axial clearance among the cylindrical gear 52, the anti-wear gasket 64 and the fixing ring 63 can be reduced, and on the other hand, the change of the axial size can be compensated after the anti-wear gasket 64 or the cylindrical gear 52 is worn, so that the stability of the axial size is ensured.

Specifically, fixed ring 63 is formed by two semicircle rings splices, and every semicircle ring all is provided with the screw hole, and the screw hole is the counter bore, and the semicircle ring passes through screw and base 62 fixed connection, and the screw cap of screw sets up in the counter bore. The base 62 is fixed by splicing the two semicircular rings, so that the assembly and disassembly are convenient.

As shown in fig. 3, the middle axle speed reducer further comprises an oil seal 7, the oil seal 7 is fixedly arranged on the inner wall of the through hole, and a sealing lip 71 of the oil seal 7 is in sealing contact with the side wall of the main shaft 2. The seal lip 71 abuts against the side wall of the main shaft 2, and can achieve a sealing effect, thereby preventing oil in the housing 1 from flowing out of the housing 1 and preventing impurities such as external dust from entering the housing 1.

Wherein, the inner wall of through-hole is equipped with the step along circumference, and the step face of step is towards the outside of casing 1, and oil blanket 7 and step face butt. The step surface can limit the oil seal 7, so that the oil seal 7 is prevented from moving along the axial direction of the main shaft 2, and the position stability of the oil seal 7 is ensured.

Preferably, the middle axle speed reducer further comprises a dust cover 8, the dust cover 8 is sleeved on the main shaft 2 and fixedly connected with the main shaft 2, the oil seal 7 is convexly provided with a dust-proof part 72, and the dust-proof part 72 extends into the dust cover 8. The dust cover 8 can cover the oil seal 7 and the through hole, and the dust-proof part 72 extends into the dust cover 8, so that the difficulty of dust reaching the sealing position of the main shaft 2 and the oil seal 7 is increased, and the dust and other impurities are further prevented from entering the shell 1.

The distance between the dust-proof portion 72 of the oil seal 7 and the dust cover 8 in the axial direction of the main shaft 2 is 2 mm. When the main shaft 2 has axial displacement, the dust cover 8 abuts against the dust-proof part 72 of the oil seal 7, so that the dust-proof part 72 can limit the main shaft 2 through the dust cover 8, and the stability of the main shaft 2 in the axial direction is ensured. Further, even when there is no axial displacement of the spindle 2, the clearance of 2mm can prevent the dust cover 8 from contacting the dust-proof portion 72, thereby reducing the resistance to rotation of the spindle 2.

The embodiment also provides a vehicle comprising the intermediate axle speed reducer.

The above description is only a preferred embodiment of the present invention, and for those skilled in the art, the present invention should not be limited by the description of the present invention, which should be interpreted as a limitation.

Claims

1. A medium axle speed reducer, comprising:

the shell (1), the said shell (1) has through holes;

main shaft (2), the protruding connecting flange (3) that is equipped with of one end along circumference of main shaft (2), connecting flange (3) with main shaft (2) integrated into one piece, the other end of main shaft (2) passes the through-hole and with casing (1) rotates to be connected, connecting flange (3) are located outside casing (1).

2. A mid-axle reducer according to claim 1, further comprising a through-shaft (4) and a differential assembly (5), the through-shaft (4) being arranged coaxially with the main shaft (2), the differential assembly (5) comprising:

the rotating support (51) is sleeved on the main shaft (2) and fixedly connected with the main shaft (2), the rotating support (51) is rotatably connected with a plurality of planetary gears (511) along the circumferential direction of the main shaft (2), and rotating shafts of the planetary gears (511) are vertical to the axial direction of the main shaft (2);

the cylindrical gear (52) is sleeved on the main shaft (2), and one side, facing the rotating support (51), of the cylindrical gear (52) is provided with meshing teeth which are meshed with the planetary gear (511);

the transmission gear (53) is sleeved on the penetrating shaft (4) and is fixedly connected with the penetrating shaft (4), the transmission gear (53) is meshed with the planetary gear (511), and the transmission gear (53) and the cylindrical gear (52) are respectively positioned on two sides of the rotating bracket (51).

3. A speed reducer according to claim 2, further comprising a differential lock assembly (6), wherein said differential lock assembly (6) comprises a locking member (61), said locking member (61) is connected with said main shaft (2) in a sliding way along the axial direction of said main shaft (2), said locking member (61) can be locked with said cylindrical gear (52) to make said cylindrical gear (52) rotate synchronously with said main shaft (2).

4. A speed reducer according to claim 3, wherein the main shaft (2) is circumferentially provided with a fixing groove, and the differential lock assembly (6) further comprises:

the base (62) is sleeved on the main shaft (2) and synchronously rotates with the main shaft (2), and the locking piece (61) is arranged on the base (62) in a sliding manner;

and the fixing ring (63) is clamped into the fixing groove, and the fixing ring (63) is fixedly connected with the base (62).

5. A mid-axle reducer according to claim 4, in which the differential lock assembly (6) further comprises an anti-wear washer (64), the main shaft (2) being sleeved with the anti-wear washer (64), the anti-wear washer (64) being sandwiched between the fixed ring (63) and the cylindrical gear (52).

6. A speed reducer according to claim 5, wherein the differential lock assembly (6) further comprises an elastic washer (65), the elastic washer (65) is sleeved on the main shaft (2), and the elastic washer (65) is clamped between the fixed ring (63) and the anti-wear washer (64).

7. The medium axle speed reducer according to claim 1, further comprising an oil seal (7), wherein the oil seal (7) is fixedly arranged on the inner wall of the through hole, and a sealing lip (71) of the oil seal (7) is in sealing abutment with the side wall of the main shaft (2).

8. A speed reducer according to claim 7, wherein the inner wall of the through hole is circumferentially provided with a step, the step surface of which faces the outside of the housing (1), and the oil seal (7) abuts against the step surface.

9. The medium axle speed reducer according to claim 7, further comprising a dust cover (8), wherein the dust cover (8) is sleeved on the main shaft (2) and fixedly connected with the main shaft (2), the oil seal (7) is convexly provided with a dust-proof portion (72), and the dust-proof portion (72) extends into the dust cover (8).

10. A vehicle comprising a mid-axle retarder according to any one of claims 1-9.