CN210920003U - Vehicle speed change mechanism - Google Patents
Vehicle speed change mechanism Download PDFInfo
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- CN210920003U CN210920003U CN201921156269.3U CN201921156269U CN210920003U CN 210920003 U CN210920003 U CN 210920003U CN 201921156269 U CN201921156269 U CN 201921156269U CN 210920003 U CN210920003 U CN 210920003U
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Abstract
In order to solve the problems of complex structure and large transmission noise of the existing speed change driving mechanism, the utility model provides a vehicle speed change mechanism, which comprises a first shell and a second shell which are connected with each other, wherein the first shell is provided with a driving shaft and a transmission shaft, and the tail end of the transmission shaft is provided with a first bevel gear; a planetary gear mechanism is arranged on the second shell and comprises a planetary gear shell, and a second bevel gear is arranged at the bottom of the planetary gear shell and corresponds to the first bevel gear; the planetary gear case is also provided with a first planetary gear, a second planetary gear, a first side gear and a second side gear. The vehicle speed-changing and speed-reducing integrated device adopts a speed-changing and speed-reducing integrated design, is simple in structure, and can realize high-speed movement of heavy load or light load of a vehicle; the synchronous gear sleeve is switched, so that the transmission is stable, and the transmission noise is low; meanwhile, a large speed reduction ratio is realized through multi-stage speed reduction.
Description
Technical Field
The utility model relates to a vehicle variable speed and speed reduction field, concretely relates to vehicle speed change mechanism.
Background
The automobile running system has the function of converting the torque transmitted by the transmission system into the thrust of wheels to the ground so as to ensure the running of the automobile; most of drive axle systems applied in the market at present consist of a single main speed reducer, a differential mechanism, half shafts, drive axle housings and the like, power is output through a speed changing box, is transmitted to the differential mechanism through the main speed reducer, and is finally output through the half shafts, for example, Chinese patent application No. CN201610800240 discloses an automobile drive axle; however, in the prior art, the main speed reducer and the gearbox are respectively installed, so that the production and the manufacturing are convenient.
However, the occupied space is large, so the prior art is improved, for example, the chinese patent with application number CN201710647328.6 discloses a two-gear planetary gear mechanism gearbox drive axle system and a method thereof; the planetary gear mechanism is adopted for gear shifting, the two main speed reducers are arranged beside each other, the high integration is realized, and the whole volume is small; however, the structure is complex and the transmission noise is large.
SUMMERY OF THE UTILITY MODEL
In order to solve the problem that current variable speed actuating mechanism structure is complicated, transmission noise is big, the utility model provides a vehicle speed change mechanism, its transmission is steady, and small in noise to can realize big speed reduction ratio.
The utility model relates to a vehicle speed change mechanism, which comprises a first shell and a second shell which are connected with each other, wherein the first shell is provided with a driving shaft and a transmission shaft, the driving shaft is sleeved with a synchronous gear, the left side of the synchronous gear is provided with a first driving gear, and the right side of the synchronous gear is provided with a second driving gear; the synchronous gear sleeve is connected with the synchronous gear in a sliding manner; a first transmission gear and a second transmission gear are arranged on the transmission shaft, wherein the first transmission gear corresponds to the first driving gear, and the second transmission gear corresponds to the second driving gear; the tail end of the transmission shaft is provided with a first bevel gear;
a planetary gear mechanism is arranged on the second shell and comprises a planetary gear shell, and a second bevel gear is arranged at the bottom of the planetary gear shell and corresponds to the first bevel gear; the planetary gear shell is also provided with a first planetary gear, a second planetary gear, a first half shaft gear and a second half shaft gear;
the outer side of a tooth part of the first semi-axis gear corresponds to the first planetary gear and the second planetary gear respectively, and the inner side of the tooth part of the first semi-axis gear is provided with a first spline hole; the teeth of the second half axle gear correspond to the first planetary gear and the second planetary gear respectively, and a second spline hole is formed in the inner side of the second half axle gear.
When the synchronous gear sleeve is used in a specific application, the synchronous gear sleeve can be shifted to the right or left, when the synchronous gear sleeve is shifted to the right, the driving shaft is driven by external force to rotate, namely, the synchronous gear is driven to rotate, and then the first driving gear is driven to rotate through the synchronous gear sleeve and then is transmitted to the first transmission gear to rotate; the first transmission gear drives the transmission shaft to rotate so as to drive the first bevel gear to rotate; the second bevel gear is driven by the first bevel gear, so that the planetary gear shell is driven to rotate, and power is transmitted to the first half shaft gear and the second half shaft gear through the planetary gear shell; then the output is carried out through the first half shaft gear and the second half shaft gear; when the synchronous gear sleeve is shifted leftwards, power drives the second driving gear through the synchronous gear sleeve, then the power is transmitted to the second transmission gear, and the power is transmitted to the transmission shaft, is the same in follow-up process, and finally is output through the first half shaft gear and the second half shaft gear.
The vehicle speed-changing and speed-reducing integrated device adopts a speed-changing and speed-reducing integrated design, is simple in structure, and can realize high-speed movement of heavy load or light load of a vehicle; the synchronous gear sleeve is switched, so that the transmission is stable, and the transmission noise is low; meanwhile, a large speed reduction ratio is realized through multi-stage speed reduction.
Drawings
FIG. 1 is a schematic view of a first viewing angle of a vehicle transmission according to the present invention;
FIG. 2 is a schematic diagram of a second viewing angle of a vehicle shifting mechanism according to the present invention;
FIG. 3 is a schematic sectional view A-A of FIG. 2;
FIG. 4 is a schematic diagram of a third viewing angle of the vehicle transmission mechanism according to the present invention;
FIG. 5 is a fourth perspective view of the vehicle shifting mechanism of the present invention;
FIG. 6 is a schematic cross-sectional view B-B of FIG. 5;
FIG. 7 is a schematic view of a first viewing angle of a planetary gear case of a vehicle shifting mechanism according to the present invention;
FIG. 8 is a schematic view of a second viewing angle of a planetary gear case of a vehicle shifting mechanism in accordance with the present invention;
FIG. 9 is a third perspective view of a planetary gear case of a vehicle shifting mechanism in accordance with the present invention;
FIG. 10 is a fourth perspective view of a planetary gear case of a vehicle shifting mechanism in accordance with the present invention;
the planetary gear mechanism comprises a first shell 1, a driving shaft 101, a synchronous gear 1011, a first driving gear 1012, a synchronous gear sleeve 1013, a second driving gear 1014, a transmission shaft 102, a first transmission gear 1021, a second transmission gear 1022, a first bevel gear 1023, a tapered roller bearing 103, a lock nut 104, a lock washer 105, a second shell 2, a planetary gear mechanism 201, a planetary gear shell 2010, a first connecting sleeve 2011, a circular platform 2012, a spherical shell 2013, a second connecting sleeve 2014, a second bevel gear 202, a first half shaft gear 203, a second half shaft gear 204, a first planetary gear 205, a second planetary gear 206, a planetary shaft 207, an adjusting nut 208 and a lever mechanism 3.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the following detailed description of a vehicle transmission mechanism according to the present invention is provided with reference to the accompanying drawings:
in a specific embodiment, the vehicle speed change mechanism comprises a first shell 1 and a second shell 2 which are connected with each other, wherein a driving shaft 101 and a transmission shaft 102 are arranged on the first shell 1, a synchronous gear 1011 is sleeved on the driving shaft 101, a first driving gear 1012 is arranged on the left side of the synchronous gear 1011, and a second driving gear 1014 is arranged on the right side of the synchronous gear 1011; the synchronous gear mechanism further comprises a synchronous gear sleeve 1013, wherein the synchronous gear sleeve 1013 is in sliding connection with the synchronous gear 1011; the transmission shaft 102 is provided with a first transmission gear 1021 and a second transmission gear 1022, wherein the first transmission gear 1021 corresponds to the first driving gear 1012, and the second transmission gear 1022 corresponds to the second driving gear 1014; the end of the transmission shaft 102 is provided with a first bevel gear 1023;
the second shell 2 is provided with a planetary gear mechanism 201, the planetary gear mechanism 201 comprises a planetary gear shell 2010, and the bottom of the planetary gear shell 2010 is provided with a second bevel gear 202, wherein the second bevel gear 202 corresponds to the first bevel gear 1023; the planetary gear case 2010 is also provided with a first planetary gear 205, a second planetary gear 206, a first side gear 203, and a second side gear 204;
the teeth of the first semi-axis gear 203 correspond to the first planetary gear 205 and the second planetary gear 206 respectively, and the inner side of the first semi-axis gear is provided with a first spline hole; the second side gear 204 has teeth corresponding to the first planetary gear 205 and the second planetary gear 206, respectively, and has a second spline hole formed inside.
This application is in concrete application, and first casing 1 is ordinary box structure, and drive shaft 101 and transmission shaft 102 set up side by side in first casing 1 to all be connected with first casing 1 through the bearing, can rotate in a flexible way, and wherein drive shaft 101 includes the drive input end, and the drive input end is located first casing 1 outside, and external force gets into through the drive input end and drives the rotation of drive shaft 101. The connection mode of the external power source and the driving shaft 101 is common knowledge, for example, a spline may be provided at the input end of the driving shaft, then spline teeth are provided at the tail end of the power (such as a motor) output, and the driving shaft 101 is driven to rotate when the power (such as the motor) output shaft rotates through the spline teeth meshing with the spline at the input end; or the tail end of an output shaft of the selectable power (such as a motor) is connected with the driving input end through a transmission belt, and the driving shaft 101 is driven to rotate by the transmission belt.
The driving shaft 101 is sleeved with a synchronous gear 1011, and is connected with the driving shaft 101 through a key by a gear, and a connection mode known by persons skilled in the art such as a flat key, a semicircular key and a spline can be selected, so that when the driving shaft 101 rotates, the synchronous gear 1011 also rotates synchronously; a synchronizing gear sleeve 1013 is further included in the first housing 1 in the present application, a first driving gear 1012 is provided on the left side of the synchronizing gear 1011, and a second driving gear 1014 is provided on the right side of the synchronizing gear 1011; the first driving gear 1012 is rotatably connected with the driving shaft 101 through a bearing, that is, when the driving shaft 101 rotates, the first driving gear 1012 does not rotate along with the driving shaft 101 without the assistance of other external force, and similarly, the second driving gear 1014 is also rotatably connected with the driving shaft 101 through a bearing.
The synchronizing gear sleeve 1013 is provided with an internal gear, and the internal teeth are longer than the synchronizing gear 1011 in the axial direction of the drive shaft 101, in this application, the tooth profile of the internal teeth of the synchronizing gear sleeve 1013 matches the tooth profile of the synchronizing gear 1011, the tooth profile of the first drive gear 1012 and the tooth profile of the second drive gear 1014; in particular use, the internal teeth of the synchronizing sleeve are meshed with the synchronizing gear 1011 and can slide along the axis of the drive shaft 101, i.e. the internal teeth of the synchronizing sleeve can also be meshed with the first drive gear 1012 or the internal teeth of the synchronizing sleeve can be meshed with the second drive gear 1014.
In the present application, the rotation axis of the transmission shaft 102 and the rotation axis of the driving shaft 101 are parallel to each other, and the transmission shaft 102 is connected to a first transmission gear 1021 and a second transmission gear 1022 through keys, wherein a spline, a flat key and other connection methods known to those skilled in the art can be selected, and the transmission shaft 102 drives the first transmission gear 1021 and the second transmission gear 1022 to rotate when rotating; wherein the first transmission gear 1021 is meshed with the first driving gear 1012, and the second transmission gear 1022 is meshed with the second driving gear 1014; the end of the drive shaft 102 is provided with a first bevel gear 1023.
A planetary gear mechanism 201 is arranged on the other casing of the present application, namely the second casing 2, wherein the second casing 2 is also a common box structure and is connected with the first casing 1 through bolts or other connection methods well known to those skilled in the art; the planetary gear mechanism 201 comprises a planetary gear shell 2010, wherein the planetary gear shell 2010 is of a shell structure, a first connecting sleeve 2011 is arranged at the bottom of the planetary gear shell, the first connecting sleeve 2011 is rotatably connected with a second shell 2, a circular platform 2012 is arranged above the connecting sleeve, a hollow spherical shell 2013 is arranged in the middle of the circular platform 2012, bearing mounting seats are symmetrically arranged on the left side and the right side of the spherical shell 2013, a planetary shaft is further mounted, two ends of the planetary shaft are respectively and fixedly connected with the spherical shell 2013, and a first planetary gear 205 and a second planetary gear 206 are mounted at two ends of the planetary shaft through bearings and are respectively and rotatably connected with the planetary shaft through bearings; openings are formed in the front side and the rear side of the spherical shell 2013, so that the planetary gear can be conveniently installed; the top of the spherical shell 2013 is also provided with an opening, and a second connecting sleeve 2014 is arranged upwards along the opening, wherein the second connecting sleeve 2014 is also rotatably connected with the second shell 2; in the present application, a first side gear 203 is sleeved in the first connecting sleeve 2011, and a second side gear 204 is sleeved in the second connecting sleeve 2014, wherein the teeth of the first side gear 203 are respectively meshed with the first planetary gear 205 and the second planetary gear 206, and the inner side of the first side gear is provided with a first spline hole; the second side gear 204 has a tooth portion meshing with the first planetary gear 205 and the second planetary gear 206, and a second spline hole is provided inside.
A second bevel gear 202 is bolted to the circular platform 2012 of the planetary gear housing 2010, wherein the second bevel gear 202 meshes with the first bevel gear 1023.
When the synchronous gear sleeve is used in a specific application, the synchronous gear sleeve can be shifted to the right or left, when the synchronous gear sleeve is shifted to the right, the driving shaft 101 is driven by external force to rotate, namely the synchronous gear 1011 is driven to rotate, and then the first driving gear 1012 is driven to rotate through the synchronous gear sleeve and then is transmitted to the first transmission gear 1021 to rotate; the first transmission gear 1021 drives the transmission shaft 102 to rotate, and further drives the first bevel gear 1023 to rotate; the second bevel gear 202 is driven by the first bevel gear 1023, so that the planetary gear shell 2010 is driven to rotate, and power is transmitted to the first side gear 203 and the second side gear 204 through the planetary gear shell 2010; differential is realized through the difference of the rotating speeds of the first planetary gear 205 and the second planetary gear 206, namely the difference of the rotating speeds of two wheels when the vehicle turns is realized; when the synchronous gear sleeve is shifted leftwards, power drives the second driving gear 1014 through the synchronous gear sleeve, then is transmitted to the second transmission gear 1022, and is transmitted to the transmission shaft 102, the follow-up is the same, and finally is also output through the first half shaft gear 203 and the second half shaft gear 204; the differential is realized by the difference of the rotation speeds of the first planet gear 205 and the second planet gear 206, namely, the difference of the rotation speeds of two wheels when the vehicle turns is realized; be provided with first splined hole in the first side gear 203 in this application, be provided with the second splined hole in the second side gear 204, through splined hole and output shaft connection, realize power take off.
In the present application, the connection of the spline hole to the output shaft, the connection of the first planetary gear 205 and the second planetary gear 206 to the spherical housing 2013 in the planetary gear mechanism 201, and the connection of the first side gear 203 and the second side gear 204 to the spherical housing 2013 in the planetary gear mechanism 201 are all in a manner well known to those skilled in the art, for example, by bearings, keys, etc., and will not be described in detail in the present application.
The vehicle speed-changing and speed-reducing integrated device adopts a speed-changing and speed-reducing integrated design, is simple in structure, and can realize high-speed movement of heavy load or light load of a vehicle; the synchronous gear sleeve is switched, so that the transmission is stable, and the transmission noise is low; meanwhile, a large speed reduction ratio is realized through multi-stage speed reduction.
Further, in the present application, the first bevel gear 1023 and the second bevel gear 202 are both hyperbolic gears, and by selecting the hyperbolic gears, the transmission noise is further reduced, a large reduction ratio is realized, and the transmission is more stable, for example, in a commonly used transmission mechanism, the number of teeth of the driving gear and the driven gear is below 12, and an undercut is generated, and the tooth form of the hyperbolic spiral bevel gear can realize 6 teeth and also can normally operate, so that a large reduction ratio can be realized.
Further, in the hyperbolic gear pair, the bearing mounting portion of the first bevel gear 1023 adopts a long shaft structure, that is, the transmission shaft 102 is connected with the first housing 1 through three sets of bearings, the three sets of bearings include two sets of tapered roller bearings and one set of deep groove ball bearing, and the deep groove ball bearing is located between the two sets of tapered roller bearings, so that transmission is more stable, and transmission noise is small.
Further, in order to achieve more stable transmission, a bearing pre-tightening mechanism is further arranged between the transmission shaft 102 and the first shell 1; in specific implementation, the transmission shaft 102 is connected with the first shell 1 through the tapered roller bearing 103, in the application, in order to adjust the pretightening force, gaskets are arranged at the front end or the rear end or the front end and the rear end of an inner ring of the tapered roller bearing 103, and the gap of the bearing is adjusted by changing the thickness of the gaskets, so that the effect of stable transmission is achieved. In addition, in this application, a lock nut 104 and a lock washer 105 are provided at the rear end of the transmission shaft 102, so as to adjust the pretightening force of the tapered roller bearing 103, and in order to improve the locking effect, two lock nuts 104 can be selected for adjustment.
Further, in order to adjust the gap between the two bevel gears, in the present application, the planetary gear mechanism 201 is connected with the second housing 2 through a tapered roller bearing, an adjusting nut is disposed outside the tapered roller bearing, and the adjusting nut 208 is screwed to change the relative position of the planetary gear mechanism 201, so as to change the gap between the two bevel gears, ensure stable transmission, and reduce transmission noise.
Further, for the convenience of stirring synchronous tooth cover, still be provided with driving lever mechanism 3 on first casing 1 in this application, synchronous tooth is sheathe in and is provided with the annular groove, and driving lever mechanism 3 includes the driving lever, and the front end block of driving lever is in the recess, through the pulling driving lever, and then moves about driving synchronous tooth cover to this further reinforcing effect of shifting.
Claims (7)
1. A vehicle speed change mechanism is characterized by comprising a first shell (1) and a second shell (2) which are connected with each other, wherein a driving shaft (101) and a transmission shaft (102) are arranged on the first shell (1), a synchronous gear (1011) is sleeved on the driving shaft (101), a first driving gear (1012) is arranged on the left side of the synchronous gear (1011), and a second driving gear (1014) is arranged on the right side of the synchronous gear (1011); the synchronous gear mechanism further comprises a synchronous gear sleeve (1013), wherein the synchronous gear sleeve (1013) is in sliding connection with the synchronous gear (1011); a first transmission gear (1021) and a second transmission gear (1022) are arranged on the transmission shaft (102), wherein the first transmission gear (1021) corresponds to the first driving gear (1012), and the second transmission gear (1022) corresponds to the second driving gear (1014); the tail end of the transmission shaft (102) is provided with a first bevel gear (1023);
a planetary gear mechanism (201) is arranged on the second shell (2), the planetary gear mechanism (201) comprises a planetary gear shell (2010), a second bevel gear (202) is arranged at the bottom of the planetary gear shell (2010), and the second bevel gear (202) corresponds to the first bevel gear (1023); the planetary gear case (2010) is also provided with a first planetary gear (205), a second planetary gear (206), a first side gear (203) and a second side gear (204);
the tooth part of the first semi-axis gear (203) corresponds to the first planet gear (205) and the second planet gear (206) respectively, and the inner side of the first semi-axis gear is provided with a first spline hole; the teeth of the second side gear (204) correspond to the first planetary gear (205) and the second planetary gear (206), respectively, and a second spline hole is formed inside the second side gear.
2. The vehicle transmission mechanism according to claim 1, wherein the first bevel gear (1023) and the second bevel gear (202) are both hypoid gears.
3. The vehicle transmission according to claim 1 or 2, characterized in that a bearing pretension mechanism is further provided between the transmission shaft (102) and the first housing (1).
4. The vehicle transmission mechanism according to claim 1 or 2, characterized in that a lever mechanism (3) is further provided on the first housing (1).
5. A vehicle transmission mechanism according to claim 3, characterized in that a lever mechanism (3) is further provided on the first housing (1).
6. The vehicle transmission mechanism according to claim 1, 2 or 5, characterized in that the transmission shaft (102) is connected with the first housing (1) through three sets of bearings, which include two sets of tapered roller bearings and one set of deep groove ball bearings.
7. The vehicle transmission mechanism according to claim 1, 2 or 5, characterized in that the planetary gear mechanism (201) is connected with the second housing (2) through a tapered roller bearing, and an adjusting nut (208) is provided outside the tapered roller bearing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921156269.3U CN210920003U (en) | 2019-07-22 | 2019-07-22 | Vehicle speed change mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921156269.3U CN210920003U (en) | 2019-07-22 | 2019-07-22 | Vehicle speed change mechanism |
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| Publication Number | Publication Date |
|---|---|
| CN210920003U true CN210920003U (en) | 2020-07-03 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921156269.3U Active CN210920003U (en) | 2019-07-22 | 2019-07-22 | Vehicle speed change mechanism |
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| CN (1) | CN210920003U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110242726A (en) * | 2019-07-22 | 2019-09-17 | 重庆茂松实业有限公司 | A kind of gear of vehicle |
-
2019
- 2019-07-22 CN CN201921156269.3U patent/CN210920003U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110242726A (en) * | 2019-07-22 | 2019-09-17 | 重庆茂松实业有限公司 | A kind of gear of vehicle |
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