CN212407539U - Anti-slip brake and main speed reducer for vehicle - Google Patents
Anti-slip brake and main speed reducer for vehicle Download PDFInfo
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- CN212407539U CN212407539U CN202020449260.8U CN202020449260U CN212407539U CN 212407539 U CN212407539 U CN 212407539U CN 202020449260 U CN202020449260 U CN 202020449260U CN 212407539 U CN212407539 U CN 212407539U
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Abstract
The utility model relates to a vehicle anti-slip brake and main reducer, including driving medium, inner circle, outer lane and rolling element, form the wedge groove between inner circle and the outer lane, the rolling element is located the wedge groove and is used for making to form meshing or separation between inner circle and the outer lane; the transmission piece is in transmission fit with the inner ring and is positioned at the front end of the inner ring in the transmission chain when in use; the driving part is provided with driving claws along the axial direction, the number of the driving claws corresponds to the number of the wedge-shaped grooves, and the driving claws axially extend into the inner ring and the outer ring at the small port of the wedge-shaped groove; do benefit to the driving requirement that satisfies the multiple road surface of vehicle, improve bearing capacity and life-span, improve and stay a slope braking force and security, commonality and practicality are strong.
Description
Technical Field
The utility model relates to a reduction gear field, concretely relates to swift current stopper and main reducer are prevented to vehicle.
Background
The final drive is a mechanism capable of changing torque and rotational speed in a transaxle, and functions to reduce rotational speed and increase torque in a drive train, and also functions to change the rotational direction of torque when an engine is vertically arranged. And current main reducer can not satisfy the requirement of going on multiple road surface, and its bearing capacity is poor, easily leads to driven gear fatigue wear to appear, has reduced life, easily leads to the swift current car condition to appear even, has the potential safety hazard, and is unfavorable for main reducer's commonality and practicality.
Based on above problem, the utility model provides a swift current stopper and final drive are prevented to vehicle. This swift current stopper is prevented to vehicle and main reducer does benefit to and satisfies the requirement that the vehicle went on multiple road surface, does benefit to and improves bearing capacity and life-span, can provide great slope braking force of staying, improves slope safety nature of staying, and simple structure, and commonality and practicality are strong.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model provides a swift current stopper and main reducer are prevented to vehicle does benefit to the requirement that satisfies the vehicle and go on multiple road surface, does benefit to and improves bearing capacity and life-span, can provide great slope braking force of staying, improves slope safety nature of staying, and simple structure, and commonality and practicality are strong.
The utility model discloses a vehicle antislip brake, including driving medium, inner circle, outer lane and rolling element, form the wedge groove between inner circle and the outer lane, the rolling element is located the wedge groove and is used for making to form meshing or separation between inner circle and the outer lane; the transmission piece is in transmission fit with the inner ring and is positioned at the front end of the inner ring in the transmission chain when in use; the driving part is provided with driving claws along the axial direction, the number of the driving claws corresponds to the number of the wedge-shaped grooves, and the driving claws axially extend into the inner ring and the outer ring at the small port of the wedge-shaped groove; the matching of the inner ring, the outer ring and the rolling body is similar to an overrunning clutch, and the details are not repeated; the utility model is used for in the motor vehicle, the outer lane is fixed, and the driving medium participates in the transmission, and inner circle and outer lane surmount when normally marcing, when going uphill and vehicle back swift current, wheel back swift current along the driving chain transmit to the inner circle, then the utility model discloses play freewheel clutch's self-locking function, avoid vehicle back swift current, at this moment, the driving pawl lags behind for the inner circle, can not lock the dead formation interference of rolling element; when backing, the transmission piece is positioned at the front end of the inner ring in the transmission chain, so that the transmission piece is relatively advanced relative to the inner ring, and the rolling body is shifted to be separated from the wedge-shaped groove; the advance and the lag refer to that relative to the inner ring, no obvious lag advance action exists, only the general transmission matching is realized through key connection, and the transmission chain has a sequential motion sequence, and is not described again; this setting does benefit to the requirement that satisfies the vehicle and go on multiple road surface, does benefit to and provides great slope braking force, improves slope safety, does benefit to and improves bearing capacity and life, and simple structure, commonality and practicality are strong.
Further, still include the transmission shaft, the driving medium is with transmission shaft drive fit, the transmission shaft is with inner circle drive fit.
Furthermore, a plurality of depressions are formed radially inwards on the outer circle of the inner ring, the wedge-shaped groove is formed in the depressions by being close to one side wall of the depressions, and the driving claw is approximately abutted against the other side wall of the depressions along the circumferential direction; after the meshing lock is locked during backward sliding, the driving claw can actively rotate through the abutted side wall in the process of starting the vehicle forwards, so that the sensitivity of disengaging is improved.
Furthermore, the transmission part forms transmission fit in the transmission shaft through a spline outer sleeve, and the inner ring forms transmission fit in the transmission shaft through the spline outer sleeve.
Furthermore, the transmission part is a power transmission gear, and the rolling body is a roller.
Further, the cross section of the driving claw is of a fan-ring-like structure which is matched with the outer circle of the inner ring and the inner circle of the outer ring, and the included angle between the side of the driving claw close to the rolling body and the radial direction is 30-70 degrees, preferably 40 degrees; the driving claw can press the rolling body to the radial inner side when extruding the rolling body, so that friction between the rolling body and the outer ring is avoided, and the service life is prolonged; the two sides of the driving claw of the fan-like ring structure along the radial direction are matched with the inner circle of the outer ring and the outer circle of the inner ring and are arranged in parallel, at least two corners of the four corners close to the inner circle of the outer ring are arranged in a chamfering mode, and preferably, the four corners of the driving claw are all subjected to chamfering processing (namely circular arc transition processing), so that the friction among the driving claw, the rolling body and the inner ring is favorably reduced, and the service life is favorably prolonged; the side wall of the recess, which is abutted against the driving claw, can form surface contact with the corresponding side surface of the driving claw; the stable driving between the driving claw and the side wall which is propped against the recess is facilitated.
Furthermore, an elastic piece for applying circumferential force to the rolling body is arranged on the side wall corresponding to the large end of the wedge-shaped groove; if a groove can be formed along the circumferential direction of the inner ring, an elastic part such as a spring is fixed at the bottom of the groove and is correspondingly provided with a pin which is close to the end of the rolling body and is used for contacting with the rolling body and enabling the elastic part to extend or retract along the depth direction of the groove, the arrangement of the elastic part is similar to that of a common overrunning clutch, and the description is omitted; the elastic support to the rolling body is formed during braking, and the rolling body can be prevented from freely moving by pre-pressure, so that the rolling body, the inner ring and the outer ring are quickly locked when the inner ring rotates reversely, and the functions of slope parking and slope ascending of a vehicle are realized.
The utility model also provides a main reducer, include as above the vehicle prevent swift current stopper, the vehicle prevents that the driving medium and the inner circle of swift current stopper link into main reducer.
The power input shaft inputs power into the transmission element and the inner ring; synchronous gear subassembly is including assembling at the epaxial low-speed driving gear of transmission, high-speed driving gear and the synchronizing gear who has the synchronizing ring gear, and low-speed driving gear and high-speed driving gear mesh with the low-speed driven gear and the high-speed driven gear of variable speed assembly side respectively to realize the conversion of high, low gear and neutral gear through the shift fork, belong to prior art, no longer describe herein.
Furthermore, the transmission part is a power input driven gear, and a power input driving gear meshed with the transmission part is arranged in transmission fit with the power input shaft;
the vehicle anti-slip brake further comprises a transmission shaft, the transmission part is in transmission fit with the transmission shaft, and the transmission shaft is in transmission fit with the inner ring; the power input shaft and the transmission shaft can be vertically arranged or arranged in parallel, and the power input driving gear and the power input driven gear are a driving bevel gear and a driven bevel gear which are arranged in a transmission matching mode when the power input shaft and the transmission shaft are vertically arranged, and the power input driving gear and the power input driven gear can be arranged according to needs.
The utility model has the advantages that:
the utility model discloses a swift current stopper and main reducer are prevented to vehicle sets up through the cooperation of inner circle, drive pawl and rolling element, does benefit to the requirement that satisfies the vehicle and go on multiple road surface, does benefit to and improves bearing capacity and life-span, can provide great slope braking force of staying, improves slope security of staying, and simple structure, and commonality and practicality are strong.
Drawings
The invention will be further described with reference to the following figures and examples:
fig. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the mating structure of the power increasing assembly (forward rotation of the transmission member);
FIG. 3 is a schematic view of the mating arrangement of the power assist assembly (drive member reversed);
FIG. 4 is a schematic view of the mating structure of the force increasing assembly (inner ring forward rotation);
figure 5 is a schematic view of the mating configuration of the power assembly (inner race reverse).
Detailed Description
Fig. 1 is a schematic structural view of the present invention; FIG. 2 is a schematic view of the mating structure of the power increasing assembly (forward rotation of the transmission member); FIG. 3 is a schematic view of the mating arrangement of the power assist assembly (drive member reversed); FIG. 4 is a schematic view of the mating structure of the force increasing assembly (inner ring forward rotation); FIG. 5 is a schematic view showing the engagement structure of the power increasing assembly (inner ring reverse rotation), and as shown in the figure, the anti-skid brake for a vehicle of the present embodiment includes a transmission member 2, an inner ring 4, an outer ring 3, and rolling elements 5, wherein a wedge groove 42 is formed between the inner ring 4 and the outer ring 3, and the rolling elements 5 are located in the wedge groove 42 and are used for engagement or disengagement between the inner ring 4 and the outer ring 3; the transmission piece 2 is in transmission fit with the inner ring 4 and is positioned at the front end of the inner ring 4 in a transmission chain when in use; the transmission piece 2 is provided with axial driving claws 21, the number of the driving claws 21 corresponds to the number of the wedge-shaped grooves 42, and the driving claws 21 axially extend into the inner ring 4 and the outer ring 3 at small ports of the wedge-shaped grooves 42; the matching of the inner ring 4, the outer ring 3 and the rolling body 5 is similar to an overrunning clutch, and the details are not repeated; the utility model is used for in the motor vehicle, outer lane 3 is fixed, and driving medium 2 participates in the transmission, and inner circle 4 surmounts with outer lane 3 when normally marching, when going uphill and vehicle backward slip, the wheel backward slip is transmitted to inner circle 4 along the driving chain, then the utility model discloses play freewheel clutch's self-locking function, avoid vehicle backward slip, at this moment, driving pawl 21 lags behind for inner circle 4, can not lock to rolling element 5 and form the interference; when backing, the transmission piece 2 is positioned at the front end of the inner ring 4 in the transmission chain, so that relative advance is realized relative to the inner ring 4, and the rolling bodies 5 are pulled to be separated from the wedge-shaped groove; the advance and the lag refer to that relative to the inner ring 4, no obvious lag advance action exists, only the general transmission matching is realized through key connection, and the transmission chain has a sequential motion sequence, and is not described again; the arrangement is beneficial to meeting the requirements of vehicles on running on various road surfaces, providing larger slope-parking braking force, improving slope-parking safety, improving bearing capacity and prolonging service life, and has simple structure and strong universality and practicability; the direction of the arrow in fig. 2 refers to the direction in which the drive pawl rotates in the normal direction, the direction of the arrow in fig. 3 refers to the direction in which the drive pawl rotates in the reverse direction, the direction of the arrow in fig. 4 refers to the direction in which the inner ring rotates in the normal direction, and the direction of the arrow in fig. 5 refers to the direction in which the inner ring rotates in the reverse direction.
In this embodiment, the inner ring gear further comprises a transmission shaft 9, the transmission member 2 is in transmission fit with the transmission shaft 9, and the transmission shaft 9 is in transmission fit with the inner ring 4.
In this embodiment, a plurality of recesses 41 are formed radially inward on the outer circumference of the inner ring 4, the wedge-shaped groove 42 is formed in the recess 41 close to one side wall of the recess 41, and the driving pawl 21 approximately abuts against the other side wall of the recess 41 in the circumferential direction; after the engagement is locked during backward sliding, the driving pawl 21 can actively rotate through the abutting side walls during the forward starting of the vehicle, thereby increasing the sensitivity of disengagement.
In this embodiment, the transmission member 2 is sleeved on the transmission shaft 9 through a spline to form a transmission fit, and the inner ring 4 is sleeved on the transmission shaft 9 through a spline to form a transmission fit.
In this embodiment, the transmission member 2 is a power transmission gear, and the rolling elements 5 are rollers.
In this embodiment, the cross section of the driving pawl 21 is a sector-ring-like structure conforming to the outer circle of the inner ring 4 and the inner circle of the outer ring 3, and an included angle between the side of the driving pawl 21 close to the rolling element 5 and the radial direction is 30-70 degrees (i.e., an angle a marked in fig. 2 and 4), and preferably 40 degrees; the driving claw 21 can press the rolling body 5 to the radial inner side when extruding the rolling body 5, so that the friction between the rolling body 5 and the outer ring 3 is avoided, and the service life is prolonged; the two sides of the driving claw 21 of the fan-shaped ring structure along the radial direction are matched with the inner circle of the outer ring 3 and the outer circle of the inner ring 4 and are arranged in parallel, at least two corners of the four corners close to the inner circle of the outer ring 3 are arranged in a chamfering mode, preferably, four corners of the driving claw 21 are subjected to chamfering processing (namely circular arc transition processing), friction among the driving claw 21, the rolling body 5 and the inner ring 4 is favorably reduced, and the service life is favorably prolonged; the side wall of the recess 41 which is abutted against the driving claw 21 can form surface contact with the corresponding side surface of the driving claw 21; facilitating a firm driving between the driving pawl 21 and the side wall against the recess 41.
In this embodiment, the side wall corresponding to the large end of the wedge-shaped groove 42 is provided with an elastic member 71 for applying a circumferential force to the rolling element 5; if a groove 43 can be formed along the circumferential direction of the inner ring 4, so that the elastic element 71, such as a spring, is fixed at the bottom of the groove and is provided with a pin 72 correspondingly close to the end of the rolling element 5 for contacting with the rolling element 5 and extending or retracting the elastic element 71 along the groove depth direction of the groove 43, the arrangement of the elastic element 71 is similar to that of a common overrunning clutch, and details are not repeated herein; the elastic support to the rolling body 5 is formed during braking, and the rolling body can be provided with pre-pressure to avoid the free movement of the rolling body 5, so that the rolling body 5, the inner ring 4 and the outer ring 3 are locked quickly when the inner ring 4 rotates reversely, and the functions of slope parking and slope ascending of a vehicle are realized.
The present embodiment also provides a final drive comprising a vehicle anti-skid brake as described above, the transmission member 2 and the inner ring 4 of which are incorporated into the final drive.
In the embodiment, the power transmission device further comprises a shell 10, a power input shaft 1, a speed change assembly 8 and a power output assembly, wherein the power input shaft 1 inputs power into a transmission element 2 and an inner ring 4; the synchronizing gear assembly comprises a low-speed driving gear 63, a high-speed driving gear 61 and a synchronizing gear 65 with a synchronizing gear ring 66, which are assembled on the transmission shaft 9, the low-speed driving gear 63 and the high-speed driving gear 61 are respectively meshed with a low-speed driven gear 64 and a high-speed driven gear 62 on the side of the speed changing assembly 8, and the high, low and neutral gears are switched by a shifting fork (not shown in the figure), which belongs to the prior art and is not described herein again.
In this embodiment, the transmission member 2 is a power input driven gear, and a power input driving gear 11 engaged with the transmission member 2 is disposed in transmission fit with the power input shaft 1;
the vehicle anti-slip brake further comprises a transmission shaft 9, the transmission piece 2 is in transmission fit with the transmission shaft 9, and the transmission shaft 9 is in transmission fit with the inner ring 4; the power input shaft 1 and the transmission shaft 9 can be vertically arranged or arranged in parallel, and when the power input shaft 1 and the transmission shaft are vertically arranged, the power input driving gear 11 and the power input driven gear are a driving bevel gear and a driven bevel gear which are arranged in a transmission matching mode and can be arranged as required.
Finally, although the present invention has been described in detail with reference to the preferred embodiments, it should be understood by those skilled in the art that the present invention can be modified or replaced by other means without departing from the spirit and scope of the present invention, which should be construed as limited only by the appended claims.
Claims (10)
1. An anti-skid brake for a vehicle, comprising: the rolling element is positioned in the wedge-shaped groove and is used for enabling the inner ring and the outer ring to be meshed or separated; the transmission piece is in transmission fit with the inner ring and is positioned at the front end of the inner ring in the transmission chain when in use; the driving medium is provided with along axial driving pawl, driving pawl quantity and wedge groove quantity correspond and stretch into inner circle and outer lane along the axial at the port department in wedge groove.
2. The vehicle anti-skid brake of claim 1, wherein: the transmission part is in transmission fit with the transmission shaft, and the transmission shaft is in transmission fit with the inner ring.
3. The vehicle anti-skid brake of claim 1, wherein: the outer circle of the inner ring forms a plurality of recesses inwards along the radial direction, one side wall of the wedge-shaped groove close to the recesses is formed in the recesses, and the driving claw is approximately abutted to the other side wall of the recesses along the circumferential direction.
4. The vehicle anti-skid brake of claim 2, wherein: the transmission part forms transmission fit in the transmission shaft through a spline outer sleeve, and the inner ring forms transmission fit in the transmission shaft through the spline outer sleeve.
5. The vehicle anti-skid brake of claim 2, wherein: the transmission part is a power transmission gear, and the rolling body is a roller.
6. The vehicle anti-skid brake of claim 3, wherein: the cross section of the driving claw is of a fan-ring-like structure which is matched with the outer circle of the inner ring and the inner circle of the outer ring, and the included angle between the side of the driving claw close to the rolling body and the radial direction is 30-70 degrees; the side wall of the recess, which is abutted against the driving claw, can form surface contact with the corresponding side surface of the driving claw.
7. The vehicle anti-skid brake of claim 2, wherein: and the side wall corresponding to the large end of the wedge-shaped groove is provided with an elastic piece for applying circumferential force to the rolling body.
8. A final drive, characterized by: the vehicle anti-slip brake as claimed in any one of claims 1 to 7, wherein the transmission member and the inner ring of the vehicle anti-slip brake are connected to the final drive.
9. A final drive according to claim 8, characterized in that: the power input shaft inputs power into the transmission piece and the inner ring.
10. A final drive according to claim 8, characterized in that: the transmission part is a power input driven gear and is in transmission fit with the power input shaft, and a power input driving gear meshed with the transmission part is arranged;
the vehicle anti-slip brake further comprises a transmission shaft, the transmission part is in transmission fit with the transmission shaft, and the transmission shaft is in transmission fit with the inner ring.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020449260.8U CN212407539U (en) | 2020-04-01 | 2020-04-01 | Anti-slip brake and main speed reducer for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020449260.8U CN212407539U (en) | 2020-04-01 | 2020-04-01 | Anti-slip brake and main speed reducer for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN212407539U true CN212407539U (en) | 2021-01-26 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202020449260.8U Active CN212407539U (en) | 2020-04-01 | 2020-04-01 | Anti-slip brake and main speed reducer for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN212407539U (en) |
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2020
- 2020-04-01 CN CN202020449260.8U patent/CN212407539U/en active Active
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