CN211166251U - Automobile duplex drive axle capable of realizing lifting of intermediate axle - Google Patents
Automobile duplex drive axle capable of realizing lifting of intermediate axle Download PDFInfo
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- CN211166251U CN211166251U CN201922181253.4U CN201922181253U CN211166251U CN 211166251 U CN211166251 U CN 211166251U CN 201922181253 U CN201922181253 U CN 201922181253U CN 211166251 U CN211166251 U CN 211166251U
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Abstract
The utility model discloses an automobile duplex drive axle capable of realizing the lifting of a middle axle, which comprises a middle axle assembly, an inter-axle transmission shaft and a rear axle assembly; the power of the rear axle assembly is transmitted from an output flange of a power transmission system of the middle axle assembly through an inter-axle transmission shaft; the power system of the middle axle assembly comprises a power transmission system and a power cut-off control system; the power cut-off control system of the inter-axle differential lock assembly and the middle axle is matched for use, so that the middle axle assembly of the vehicle can be lifted and changed into a single axle driving vehicle, the transmission efficiency is high, the oil is saved, the trafficability characteristic is good, the structure is simple and compact, the number of control elements is small, and the transmission efficiency is high.
Description
The technical field is as follows:
the utility model relates to an automobile power transmission system's automobile field, specific car pair transaxle that can realize that well axle promotes that says so.
Background art:
the automobile axle plays a role in bearing, walking, braking, torque increasing, torque transmission and reasonable distribution to the left wheel and the right wheel of the whole automobile. When the automobile is fully loaded, the axle is required to provide large bearing and large torque so as to realize the functions of reducing the damage to the road surface, stably starting and normally running by the dispersed bearing of the automobile, and all drive axles of the automobile are required to participate in bearing and driving; when the automobile returns in an idle load or is lightly loaded, the bearing and driving capacity of the driving axle designed according to the maximum load quality of the automobile is greatly surplus, and the number of the participating driving axles is large, so that the friction resistance of tires is large, the transmission efficiency of the whole automobile is low, and the oil consumption is high. In order to improve the transmission efficiency of the vehicle in a no-load or light-load state and reduce the operation cost, the reasonable method is to cut off and promote the power of the middle axle or the rear axle and realize the conversion from the double-drive axle to the single-drive axle.
At present, the whole vehicle can realize two modes of power conversion from double-axle power and single-axle drive, wherein one mode is to cut off the power of a rear axle for lifting, and the other mode is to cut off the power of a middle axle for lifting. The power of the rear axle is cut off, only the middle axle is used for driving, the defect is that a transmission system of the middle axle belongs to secondary transmission (cylindrical gear transmission and conical gear transmission), the efficiency is lower than that of primary transmission (conical gear transmission) of the rear axle, in addition, the departure angle of a vehicle is reduced, and the trafficability characteristic is poor; the middle axle is lifted without cutting off power, namely although the middle axle is lifted without taking part in driving, the transmission system of the middle axle still runs idle and consumes power. Therefore, the power cut-off and the lifting of the middle bridge are more meaningful from the viewpoint of improving the efficiency and the trafficability.
The utility model has the following contents:
the utility model aims at overcoming the not enough of above-mentioned prior art, and provide a can realize the car pair transaxle that the well axle promoted.
The utility model provides a technical scheme is: a can realize the car pair drive axle that the middle axle promotes, make up pair drive axle by assembly of middle axle, transmission shaft and rear axle assembly between the axle, the assembly of middle axle is connected with the front end of transmission shaft between the axles, the rear end of transmission shaft is connected with rear axle assembly between the axles, the power of the assembly of said rear axle is transmitted into through the transmission shaft between the axles by the output flange of the power transmission system of the assembly of middle axle; the intermediate axle box cover and the main speed reducer shell are connected through bolts to form a support shell of the intermediate axle power system; the power system of the middle axle assembly comprises a power system and a power cut-off control system; the power transmission system of the middle axle assembly consists of an input flange, an input shaft, an interaxle differential assembly, a driving cylindrical gear, a driven cylindrical gear, a first sliding meshing sleeve, a driving conical gear, a driven conical gear, a differential assembly, a left half shaft, a right half shaft, a through shaft and an output flange; the power cut-off control system of the middle axle assembly consists of a first cylinder assembly, a first shifting fork, a first piston shaft, a first return spring, a first sliding meshing sleeve, a driving conical gear, a driven cylindrical gear and a spacer sleeve;
the input shaft is connected with the input flange through a spline, the driving cylindrical gear is in clearance fit with the input shaft, differential rotation is realized through an interaxial differential mechanism assembly and the input shaft, and the driving cylindrical gear and the input shaft can also rigidly rotate together after being locked by the interaxial differential mechanism assembly; the driven bevel gear is connected with the differential assembly, and the left half shaft and the right half shaft are in spline connection with the half shaft gear in the differential assembly; the front end of the through shaft is connected with a rear half shaft gear in the inter-axle differential assembly through a spline, the rear end of the through shaft is connected with an output flange through a spline, and the output flange is connected with an inter-axle transmission shaft;
the first cylinder assembly is fixed on the bridge box cover; one end of the first piston shaft is supported in a hole on the bridge box cover, and the other end of the first piston shaft is supported in a guide hole on the main speed reducer shell; one end of the first shifting fork is sleeved on the first piston shaft, and the other end of the first shifting fork clamps the first sliding meshing sleeve; the first return spring is sleeved on the first piston shaft and positioned between the inner side of the first shifting fork and the main speed reducer shell; the inner spline of the first sliding meshing sleeve is sleeved on the outer spline of the driving conical gear and slides along the outer spline, and the end surface of the first sliding meshing sleeve is provided with T-shaped teeth which are engaged or separated with the T-shaped teeth of the driven cylindrical gear under the control of the first shifting fork; the driven cylindrical gear is arranged on the driving conical gear through a spacer bush, freely rotates around the spacer bush, is blocked by a locking nut and cannot move, and the internal thread of the locking nut is screwed on the external thread of the driving conical gear and acts on the conical roller bearing of the driving conical gear through the spacer bush.
Furthermore, the inter-axle differential lock assembly consists of a second cylinder assembly, a second piston shaft, a second shifting fork, a second sliding meshing sleeve and a second return spring; the second cylinder assembly is fixed on the bridge box cover; one end of the second piston shaft is supported in a hole on the bridge box cover, and the other end of the second piston shaft is supported in a guide hole on the main speed reducer shell; one end of the second shifting fork is sleeved on the second piston shaft, and the other end of the second shifting fork clamps the second sliding meshing sleeve; the second return spring is sleeved on the second piston shaft and positioned between the inner side of the second shifting fork and the main speed reducer shell; the inner spline of the second sliding meshing sleeve is sleeved on the outer spline of the input shaft and slides along the outer spline, and T-shaped teeth on the end face of the second sliding meshing sleeve are engaged with or separated from T-shaped teeth of the driving cylindrical gear under the control of the second shifting fork.
The utility model has the advantages that: 1. the power cutting device of the middle axle is matched with the inter-axle differential lock assembly, so that the middle axle assembly of the vehicle can be lifted to become a single axle driving vehicle, and compared with a double axle driving vehicle and a rear axle lifting vehicle, the power cutting device of the middle axle is higher in transmission efficiency, saves more oil and is better in trafficability; 2. the utility model discloses an interaxial differential lock assembly and well bridge power cutting device make the static promotion of well bridge, have simple structure, compactness, control element is few, characteristics such as transmission efficiency height.
Description of the drawings:
FIG. 1 is a full-drive layout of a duplex drive axle of a whole vehicle of the utility model;
FIG. 2 is a lifting state diagram of the middle axle of the double-coupled drive axle of the whole vehicle of the present invention;
FIG. 3 is the main reducer assembly of the middle axle in full drive of the present invention;
fig. 4 is an assembly diagram of the main reducer of the middle axle when the middle axle is lifted.
1 input flange 2 input shaft 3 bridge box cover 4 driving cylindrical gear 5 interaxial differential assembly 6 rear half shaft gear 7 main speed reducer shell 8 side gear 9 half shaft 10 through shaft 11 output flange 12 driven conical gear 13 differential assembly 14 driving conical gear 15 spacer 16 driven cylindrical gear 17 locknut 18 first piston shaft 19 first return spring 20 first shift fork 21 first cylinder assembly 22 first sliding engagement sleeve 23 second piston shaft 24 second return spring 25 second shift fork 26 second cylinder assembly 27 second sliding engagement sleeve 31 transmission shaft 40 interaxle assembly 51 interaxle transmission shaft 60 rear axle assembly.
The specific implementation mode is as follows:
for better understanding and implementation, the following detailed description of the present invention is provided in conjunction with the accompanying drawings.
As shown in fig. 1, 2, 3 and 4, an automobile duplex drive axle capable of realizing middle axle lifting is a duplex drive axle consisting of a middle axle assembly 40, an inter-axle transmission shaft 51 and a rear axle assembly 60, wherein the middle axle assembly 40 is connected with the front end of the inter-axle transmission shaft 51, and the rear end of the inter-axle transmission shaft 51 is connected with the rear axle assembly 60; the power of the rear axle assembly 60 is transmitted from the output flange 11 of the power transmission system of the middle axle assembly 40 through the inter-axle transmission shaft 51; the gap bridge box cover 3 and the main speed reducer shell 7 are connected through bolts to form a support shell of the power transmission system; the powertrain system of the mid-axle assembly 40 includes a powertrain system and a power cut-off control system; the power transmission system of the middle axle assembly 40 consists of an input flange 1, an input shaft 2, an interaxial differential assembly 5, a driving cylindrical gear 4, a driven cylindrical gear 16, a first sliding meshing sleeve 22, a driving conical gear 14, a driven conical gear 12, a differential assembly 13, a left half shaft 9, a right half shaft 9, a through shaft 10 and an output flange 11; the power cut-off control system of the middle axle assembly 40 consists of a first cylinder assembly 21, a first shifting fork 20, a first piston shaft 18, a first return spring 19, a first sliding meshing sleeve 22, a driving conical gear 14, a driven cylindrical gear 16 and a spacer sleeve 15;
an input flange 1 is arranged outside the input shaft 2, and the input flange 1 is connected with a transmission shaft 31; the driving cylindrical gear 4 is in clearance fit with the input shaft 2, differential rotation is realized through an interaxial differential assembly 5 and the input shaft 2, and the driving cylindrical gear and the input shaft can also rigidly rotate together after being locked by the interaxial differential lock assembly, wherein the interaxial differential lock assembly consists of a second cylinder assembly 26, a second piston shaft 23, a second shifting fork 25, a second sliding meshing sleeve 27 and a second return spring 24; the second cylinder assembly 26 is fixed on the bridge box cover 3 through bolts; one end of the second piston shaft 23 is supported in a hole on the bridge box cover 3, and the other end is supported in a guide hole on the main speed reducer shell 7; one end of a second shifting fork 25 is sleeved on the second piston shaft 23, and the other end of the second shifting fork is clamped with a second sliding engagement sleeve 27; a second return spring 24 is sleeved on the second piston shaft 23 and is positioned between the inner side of the second shifting fork 25 and the main speed reducer shell 7; the inner spline of the second sliding meshing sleeve 22 is sleeved on the outer spline of the input shaft 2 and slides along the outer spline, and the end surface of the second sliding meshing sleeve is provided with T-shaped teeth which are engaged with or separated from the T-shaped teeth of the driving cylindrical gear 4 under the control of a second shifting fork 25; the driven bevel gear 12 and the differential assembly 13 are connected together through bolts, and the left half shaft 9 and the right half shaft gear 8 in the differential assembly 13 are in spline connection; the front end of a through shaft 10 is connected with a rear half shaft gear 6 in an inter-axle differential assembly 5 through a spline, the rear end is connected with an output flange 11 through a spline, and the output flange 11 is in bolted connection with an inter-axle transmission shaft 51;
fixing a first cylinder assembly 21 on a gap bridge box cover 3 through bolts, wherein one end of a first piston shaft 18 is supported in a hole on the gap bridge box cover 3, the other end of the first piston shaft is supported in a hole on a main speed reducer shell 7, one end of a first shifting fork 20 is sleeved on the piston shaft 18, and the other end of the first shifting fork is clamped on a first sliding engagement sleeve 22; a first return spring 19 is sleeved on the piston shaft 18 and is positioned between the inner side of the first shifting fork 20 and the main speed reducer shell 7; the internal spline of the first sliding meshing sleeve 22 is sleeved on the external spline of the driving conical gear 14 and slides along the external spline, and the end surface of the first sliding meshing sleeve is provided with T-shaped teeth which are engaged with or separated from the end surface teeth of the driven cylindrical gear 16 under the control of the first shifting fork 20; the driven cylindrical gear 16 is arranged on the driving conical gear 14 through a spacer bush 15, freely rotates around the spacer bush 15, is blocked by a locking nut 17 and cannot move, an internal thread of the locking nut 17 is screwed on an external thread of the driving conical gear 14, and acts on a conical roller bearing of the driving conical gear 14 through the spacer bush 15.
The utility model discloses a can realize car pair transaxle that well axle promoted, the theory of operation as follows:
under the condition that the vehicle is under heavy load, as shown in the position of fig. 3, the second cylinder assembly 26 is cut off, the second return spring 24 drives the second sliding meshing sleeve 27 to be separated from the driving cylindrical gear 4 through the second shifting fork 25, and the interaxle differential is in a free state; at this time, the first cylinder assembly 21 is inflated, the first piston shaft 18 drives the first sliding meshing sleeve 22 to be combined with the driven cylindrical gear 16 through the first shifting fork 20, and the driven cylindrical gear 16 is rigidly connected with the driving bevel gear 14; at this time, the power transmitted from the transmission shaft 31 is transmitted into an interaxial differential assembly 5 through an input flange 1 and an input shaft 2, the interaxial differential divides the power into two parts, one part is transmitted to a left half shaft 9 and a right half shaft 9 by a driving cylindrical gear 4, a driven cylindrical gear 16, a driving conical gear 14, a driven conical gear 12 and a half shaft gear in a differential assembly 13 at the front end to drive a wheel to drive a vehicle to move forwards, the other part is transmitted to a rear axle assembly 60 by a rear half shaft gear 7, a through shaft 10, an output flange 11 and an interaxle transmission shaft 51, and the rear axle assembly 60 drives the vehicle to move forwards, so that the middle axle assembly and the rear axle assembly are both active, as shown in fig. 1;
when the vehicle is in a no-load or light-load state, as shown in the position of fig. 4, the second cylinder assembly 26 is inflated, the second piston shaft 23 drives the second sliding meshing sleeve 27 to be combined with the driving cylindrical gear 4 through the second shifting fork 25, and at this time, the interaxial differential assembly 5 becomes a rigid body and loses the differential function; the first cylinder assembly 21 is cut off, the first return spring 19 drives the first sliding meshing sleeve 22 and the driven cylindrical gear 16 to separate through the first shifting fork 20, and the driven cylindrical gear 16 idles on the spacer bush 15; at this time, the power transmitted from the transmission shaft 31 is transmitted to the rear axle assembly 60 through the rear half shaft gear 6 of the inter-axle differential assembly 5, the through shaft 10, the output flange 11, and the inter-axle transmission shaft 51, and the rear axle assembly 60 independently drives the vehicle forward, and the middle axle assembly 40 is in a lifted state by the lifting air bag, as shown in fig. 2.
The utility model discloses a can realize car pair transaxle that well axle promoted, the control shift fork 20, 25 that fills, cut off the gas of cylinder assembly 21, 26 remove about, realize through high-pressure gas and spring return force, can arrange on-off control in the driver's cabin.
It should be understood that technical features not described in detail in the specification belong to the prior art. The above embodiments are only for describing the preferred embodiments of the present invention, and are not intended to limit the scope of the present invention, and various modifications and improvements made by those skilled in the art without departing from the design spirit of the present invention should fall within the protection scope defined by the claims of the present invention.
Claims (2)
1. A pair drive axle of car that can realize the lift of the middle axle, make up pair drive axle by assembly (40) of middle axle, transmission shaft (51) and rear axle assembly (60) between the axle, the assembly (40) of middle axle is connected with the front end of transmission shaft (51) between the axle, the rear end of transmission shaft (51) between the axle is connected with the rear axle assembly (60), the power of the said rear axle assembly (60) is transmitted into through the transmission shaft (51) between the axles by the output flange (11) of the power transmission system of the assembly (40) of middle axle; the intermediate axle box cover (3) and the main speed reducer shell (7) are connected through bolts to form a support shell of the intermediate axle power system; the power system of the middle axle assembly (40) comprises a power system and a power cut-off control system; the power transmission system of the middle axle assembly (40) consists of an input flange (1), an input shaft (2), an inter-axle differential assembly (5), a driving cylindrical gear (4), a driven cylindrical gear (16), a first sliding meshing sleeve (22), a driving conical gear (14), a driven conical gear (12), a differential assembly (13), a left half shaft, a right half shaft (9), a through shaft (10) and an output flange (11); the power cut-off control system of the middle axle assembly (40) consists of a first cylinder assembly (21), a first shifting fork (20), a first piston shaft (18), a first return spring (19), a first sliding meshing sleeve (22), a driving conical gear (14), a driven cylindrical gear (16) and a spacer sleeve (15);
the input shaft (2) is in splined connection with the input flange (1), the driving cylindrical gear (4) is in clearance fit with the input shaft (2), and differential rotation is realized through the inter-axle differential assembly (5) and the input shaft (2) or rigid rotation is realized together after the inter-axle differential lock assembly is used for locking; the driven bevel gear (12) is connected with the differential assembly (13), and the left half shaft (9) and the right half shaft (9) are in spline connection with the half shaft gear (8) in the differential assembly (13); the front end of the through shaft (10) is connected with a rear half shaft gear (6) in the inter-axle differential assembly (5) through a spline, the rear end of the through shaft is connected with an output flange (11) through a spline, and the output flange (11) is connected with an inter-axle transmission shaft (51);
the first cylinder assembly (21) is fixed on the bridge box cover (3); one end of the first piston shaft (18) is supported in a hole on the bridge box cover (3), and the other end of the first piston shaft is supported in a guide hole on the main speed reducer shell (7); one end of the first shifting fork (20) is sleeved on the first piston shaft (18), and the other end of the first shifting fork is clamped with the first sliding engagement sleeve (22); the first return spring (19) is sleeved on the first piston shaft (18) and is positioned between the inner side of the first shifting fork (20) and the main speed reducer shell (7); the inner spline of the first sliding meshing sleeve (22) is sleeved on the outer spline of the driving conical gear (14) and slides along the outer spline, and the end surface of the first sliding meshing sleeve is provided with T-shaped teeth which are engaged or separated with the T-shaped teeth of the driven cylindrical gear (16) under the control of the first shifting fork (20); the driven cylindrical gear (16) is arranged on the driving conical gear (14) through a spacer bush (15) and freely rotates around the spacer bush (15), the driven cylindrical gear is blocked by a locking nut (17) and cannot move, the internal thread of the locking nut (17) is screwed on the external thread of the driving conical gear (14), and the driven cylindrical gear acts on a conical roller bearing of the driving conical gear (14) through the spacer bush (15).
2. The automobile duplex drive axle capable of realizing middle axle lifting according to claim 1, wherein the inter-axle differential lock assembly is composed of a second cylinder assembly (26), a second piston shaft (23), a second shifting fork (25), a second sliding engagement sleeve (27) and a second return spring (24); the second cylinder assembly (26) is fixed on the bridge box cover (3); one end of the second piston shaft (23) is supported in a hole on the bridge box cover (3), and the other end of the second piston shaft is supported in a guide hole on the main speed reducer shell (7); one end of the second shifting fork (25) is sleeved on the second piston shaft (23), and the other end of the second shifting fork is clamped with the second sliding meshing sleeve (27); the second return spring (24) is sleeved on the second piston shaft (23) and is positioned between the inner side of the second shifting fork (25) and the main speed reducer shell (7); the inner spline of the second sliding meshing sleeve (27) is sleeved on the outer spline of the input shaft (2) and slides along the outer spline, and the end surface of the second sliding meshing sleeve is provided with T-shaped teeth which are engaged or separated with the T-shaped teeth of the driving cylindrical gear (4) under the control of the second shifting fork (25).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922181253.4U CN211166251U (en) | 2019-12-09 | 2019-12-09 | Automobile duplex drive axle capable of realizing lifting of intermediate axle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922181253.4U CN211166251U (en) | 2019-12-09 | 2019-12-09 | Automobile duplex drive axle capable of realizing lifting of intermediate axle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211166251U true CN211166251U (en) | 2020-08-04 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922181253.4U Active CN211166251U (en) | 2019-12-09 | 2019-12-09 | Automobile duplex drive axle capable of realizing lifting of intermediate axle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211166251U (en) |
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2019
- 2019-12-09 CN CN201922181253.4U patent/CN211166251U/en active Active
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