CN211117472U

CN211117472U - 10T-level lightweight high-fatigue-strength commercial vehicle intermediate axle main reducer assembly

Info

Publication number: CN211117472U
Application number: CN201922166275.3U
Authority: CN
Inventors: 余飞; 王创团
Original assignee: Hubei Hede Industrial Technology Co ltd
Current assignee: Hubei Hede Industrial Technology Co ltd
Priority date: 2019-12-05
Filing date: 2019-12-05
Publication date: 2020-07-28
Anticipated expiration: 2029-12-05

Abstract

The utility model discloses a 10T-level lightweight high-fatigue-strength commercial vehicle intermediate axle main reducer assembly, which relates to the technical field of automobile manufacturing and comprises a combined reducer casing assembly and a differential mechanism assembly, wherein a main shaft and a transmission shaft are arranged in the combined reducer casing assembly, a first cylindrical gear is arranged on the main shaft, the upper end of the main shaft penetrates out of the combined reducer casing assembly and is provided with an input flange, a cross shaft and a through shaft gear are sequentially arranged at the lower end of the main shaft, and a planetary gear meshed with the through shaft gear is arranged on the cross shaft; a second cylindrical gear meshed with the first cylindrical gear is arranged on the transmission shaft, and a driving bevel gear is arranged at the lower end of the transmission shaft; the differential assembly includes a bevel ring gear that meshes with the drive bevel gear.

Description

10T-level lightweight high-fatigue-strength commercial vehicle intermediate axle main reducer assembly

Technical Field

The utility model relates to an automobile manufacturing technical field, specifically 10T level lightweight high fatigue strength commercial car middle axle main reducer assembly.

Background

With the sustainable and stable high-quality development of economy in China. The automotive industry is increasingly demanding as the strut industry. The development trend of commercial vehicles is inevitably followed by light weight, large torque, low oil consumption, intellectualization and low cost, and the main reducer assembly in the driving axle is taken as a key component, and the light weight and high fatigue strength of the main reducer assembly are inevitable development trends of the main reducer assembly.

Referring to fig. 1, the domestic intermediate axle main reducer assembly of a 10T-grade commercial vehicle has the following defects: 1. the reducer is heavy, and is not beneficial to the light weight of the whole vehicle and the fuel economy. 2. The structure is complicated, the number of parts is large, the manufacturability of production, assembly and maintenance is poor, and 3, the outline dimension is large and not compact. The fuel charge is not favorable for the arrangement of the whole vehicle. 4. The reduction gear pair adopts gradually-reduced teeth, the tooth height from the big end to the small end is gradually reduced, and the contact resistance and the bending fatigue strength are general. Tooth beating is easy to occur, and the noise is high.

SUMMERY OF THE UTILITY MODEL

To the defect that exists among the prior art, the utility model aims to provide a 10T level lightweight high fatigue strength commercial car middle axle main reducer assembly, compact structure, light in weight adds the oil mass few, and is efficient, production and use cost hang down.

In order to achieve the above purpose, the utility model adopts the technical proposal that: A10T-grade lightweight high-fatigue-strength commercial vehicle intermediate axle main reducer assembly comprises a combined reducer casing assembly and a differential mechanism assembly, wherein a main shaft and a transmission shaft are arranged in the combined reducer casing assembly, a first cylindrical gear is arranged on the main shaft, the upper end of the main shaft penetrates out of the combined reducer casing assembly and is provided with an input flange, a cross shaft and a through shaft gear are sequentially arranged at the lower end of the main shaft, and a planetary gear meshed with the through shaft gear is arranged on the cross shaft; a second cylindrical gear meshed with the first cylindrical gear is arranged on the transmission shaft, and a driving bevel gear is arranged at the lower end of the transmission shaft; the differential assembly includes a bevel ring gear that meshes with the drive bevel gear.

The further improvement lies in that: the transmission shaft is installed in the combined reducing shell assembly through a first tapered roller bearing.

The further improvement lies in that: the main shaft is installed in the combined reducing shell assembly through a second tapered roller bearing.

The further improvement lies in that: and the through shaft gear is arranged in the combined reducer shell assembly through a third tapered roller bearing.

The further improvement lies in that: the main shaft is provided with a movable gear sleeve and a shifting fork.

The further improvement lies in that: the top of combination subtracts shell assembly is open structure, and the uncovered department of combination subtracts shell assembly is provided with the gear cover.

The further improvement lies in that: an inter-shaft difference shell is arranged in the combined reducer shell assembly, and the cross shaft and the planetary gear are located in the inter-shaft difference shell.

The further improvement lies in that: an adjusting nut is arranged outside the input flange.

The further improvement lies in that: the first cylindrical gear, the second cylindrical gear, the through shaft gear, the planetary gear, the driving bevel gear and the basin teeth are all equal-height teeth.

The beneficial effects of the utility model reside in that:

1. the utility model has compact structure, and is convenient for the whole vehicle arrangement of the host factory; the bearing capacity is strong, and the fatigue deformation resistance is strong;

2. the utility model has large transmission torque, the traditional 10T level bridge torque is 30000N.m, the newly developed reducer assembly torque is 35000N.m, and the torque is improved by 10-15%;

3. the inter-axle differential mechanism of the utility model has the advantages of sufficient lubrication (close to the oil pool), sufficient lubrication, low noise and less faults;

4. the utility model discloses a lightweight design, the well bridge subtracts the total ratio and subtracts total light 40kg than traditional well bridge.

5. The utility model discloses compare with traditional 10T level commercial car intermediate axle final drive assembly, have the same function, the installation size state is the same basically, only needs the extension transmission shaft size, can replace the final drive assembly of traditional state completely, and interchangeability is strong. Is convenient for popularization.

Drawings

FIG. 1 is a schematic structural diagram of a main reducer assembly of a middle axle of a 10T-class commercial vehicle in the prior art;

fig. 2 is the embodiment of the utility model provides an in the embodiment of the utility model discloses axle main reducer assembly's in 10T level lightweight high fatigue strength commercial car structural schematic.

Reference numerals:

1-a combined shell reducing assembly; 11-a gear cover;

2-a transmission shaft; 21-drive bevel gear; 22-a second cylindrical gear; 23-a second tapered roller bearing;

3-a main shaft; 31-a first cylindrical gear; 32-an input flange; 33-adjusting the flower nut; 34-a first tapered roller bearing; 35-moving the gear sleeve; 36-a shifting fork;

4-a cross shaft; 41-planetary gear; 42-interaxial differential shell;

5-through shaft gear; 51-a third conical roller bearing;

6-a differential assembly; 61-basin teeth.

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.

In the description of the present invention, it should be noted that, for the orientation words, such as the terms "center", "lateral (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., the orientation and the positional relationship are indicated based on the orientation or the positional relationship shown in the drawings, and the description is only for convenience of describing the present invention and simplifying the description, but not for indicating or implying that the device or the element referred to must have a specific orientation, be constructed and operated in a specific orientation, and should not be construed as limiting the specific protection scope of the present invention.

Furthermore, if the terms "first" and "second" are used for descriptive purposes only, they are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features. Thus, the definition of "a first" or "a second" feature may explicitly or implicitly include one or more of the features, and "a plurality" or "a plurality" in the description of the invention means two or more unless a specific definition is explicitly provided.

The technical solution and the advantages of the present invention will be more clear and clear by further describing the embodiments of the present invention with reference to the drawings of the specification. The embodiments described below are exemplary and are intended to be illustrative of the present invention, but should not be construed as limiting the invention.

Referring to fig. 2, the embodiment of the utility model provides an axle main reducer assembly in 10T level lightweight high fatigue strength commercial car, including combination subtracting shell assembly 1 and differential mechanism assembly 6, be provided with main shaft 3 and transmission shaft 2 in the combination subtracting shell assembly 1, it is specific, main shaft 3 installs in combination subtracting shell assembly 1 through second tapered roller bearing 23, and transmission shaft 2 installs in combination subtracting shell assembly 1 through first tapered roller bearing 34. In this embodiment, specifically, the top of the combined reduction casing assembly 1 is an open structure, and a gear cover 11 is disposed at the opening of the combined reduction casing assembly 1.

The main shaft 3 is provided with a first cylindrical gear 31, the upper end of the main shaft 3 penetrates through the combined reducing shell assembly 1 and is provided with an input flange 32, and specifically, an adjusting nut 33 is arranged outside the input flange 32. The lower end of the main shaft 3 is sequentially provided with a cross shaft 4 and a through shaft gear 5, and the cross shaft 4 is provided with a planetary gear 41 meshed with the through shaft gear 5; specifically, the through shaft gear 5 is mounted in the combined reduction housing assembly 1 through the third tapered roller bearing 51. Preferably, the main shaft 3 is provided with a moving gear sleeve 35 and a shifting fork 36. In the present embodiment, an inter-shaft difference housing 42 is provided in the combined reduction housing assembly 1, and the cross shaft 4 and the planetary gear 41 are located in the inter-shaft difference housing 42.

A second cylindrical gear 22 meshed with the first cylindrical gear 31 is arranged on the transmission shaft 2, and a driving bevel gear 21 is arranged at the lower end of the transmission shaft 2;

the differential assembly 6 includes a basin gear 61, the basin gear 61 meshing with the drive bevel gear 21. Specifically, the first cylindrical gear 31, the second cylindrical gear 22, the through shaft gear 5, the planetary gear 41, the drive bevel gear 21, and the basin teeth 61 are all equal-height teeth.

The utility model discloses an optimize and subtract total structure. The design integrates, and is lighter than traditional 10T intermediate axle reduction gear assembly 40kg, compact structure, light in weight, the volume of adding oil is few, and is efficient, production and use cost are low.

The utility model discloses subtract high tooth designs such as total gear pair adopts Kigelnberg, and the main aspects is unchangeable to the tip tooth height, improves contact and bending fatigue strength by a wide margin, waits high tooth not to become in the diagonal contact, and the gear cutting calculates and adjusts relatively accurate and simplification, can reach theoretical meshing, in the course of working, adopts the hard flank of tooth scraping method, eliminates thermal treatment deformation, and thermal treatment deformation eliminates basically, and the gear precision is high, effective noise reduction.

In the description of the specification, reference to the description of "one embodiment," "preferably," "an example," "a specific example" or "some examples" or the like means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention, and schematic representations of the terms in this specification do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

With the above structure and principle in mind, those skilled in the art should understand that the present invention is not limited to the above embodiments, and all modifications and substitutions based on the present invention and adopting the known technology in the art are within the scope of the present invention, which should be limited by the claims.

Claims

1. The utility model provides a 10T level lightweight high fatigue strength commercial car intermediate axle final drive assembly, reduces shell assembly (1) and differential mechanism assembly (6) including the combination, its characterized in that: a main shaft (3) and a transmission shaft (2) are arranged in the combined reducer casing assembly (1), a first cylindrical gear (31) is arranged on the main shaft (3), the upper end of the main shaft (3) penetrates through the combined reducer casing assembly (1) and is provided with an input flange (32), a cross shaft (4) and a through shaft gear (5) are sequentially arranged at the lower end of the main shaft (3), and a planetary gear (41) meshed with the through shaft gear (5) is arranged on the cross shaft (4); a second cylindrical gear (22) meshed with the first cylindrical gear (31) is arranged on the transmission shaft (2), and a driving bevel gear (21) is arranged at the lower end of the transmission shaft (2);

the differential assembly (6) includes a bevel ring gear (61), and the bevel ring gear (61) meshes with the drive bevel gear (21).

2. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: the transmission shaft (2) is installed in the combined reducing shell assembly (1) through a first tapered roller bearing (34).

3. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: the main shaft (3) is installed in the combined reducing shell assembly (1) through a second tapered roller bearing (23).

4. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: the through shaft gear (5) is installed in the combined reducer casing assembly (1) through a third tapered roller bearing (51).

5. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: the main shaft (3) is provided with a movable gear sleeve (35) and a shifting fork (36).

6. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: the top of the combined reduction shell assembly (1) is of an open structure, and a gear cover (11) is arranged at an opening of the combined reduction shell assembly (1).

7. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: an inter-shaft difference shell (42) is arranged in the combined reducer shell assembly (1), and the cross shaft (4) and the planetary gear (41) are located in the inter-shaft difference shell (42).

8. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: an adjusting nut (33) is arranged outside the input flange (32).

9. The intermediate axle final drive assembly of a 10T-level lightweight high fatigue strength commercial vehicle according to claim 1, wherein: the first cylindrical gear (31), the second cylindrical gear (22), the through shaft gear (5), the planetary gear (41), the driving bevel gear (21) and the basin teeth (61) are all equal-height teeth.