CN215521864U - Integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly - Google Patents
Integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly Download PDFInfo
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- CN215521864U CN215521864U CN202122207433.2U CN202122207433U CN215521864U CN 215521864 U CN215521864 U CN 215521864U CN 202122207433 U CN202122207433 U CN 202122207433U CN 215521864 U CN215521864 U CN 215521864U
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Abstract
The utility model discloses an integrated 6X6 automobile drive axle integrating a transfer case and a main reducer assembly, which integrates the transfer case and an axle main reducer which are respectively installed originally, saves the installation space, reduces the cost, makes the chassis layout of a vehicle more reasonable, simultaneously optimizes the spatial arrangement of other parts of the vehicle chassis and is more beneficial to the arrangement of the short-wheelbase vehicle chassis; the product solves the problem that the transmission scheme is provided for the front drive axle through the middle axle by utilizing the function of the middle axle, and provides a feasible scheme for the vehicle which must realize the front drive axle due to the fact that the transfer case cannot be installed; the clutch device is arranged between the front axle output shaft and the output gear of the product, so that the abrasion of the front axle when the front axle is not output is reduced; the transfer case, the main reducer assembly and the drive axle of the product are composed of an input end mechanism, three output end mechanisms, axle housings, wheel hub reducer assemblies and brake assemblies, and provide a timely and time-sharing full-driving function for the chassis of the 6X6 short-wheelbase off-road truck.
Description
Technical Field
The utility model relates to the technical field of vehicle-mounted power equipment, in particular to an integrated 6X6 automobile drive axle integrating a transfer case and a main speed reducer assembly.
Background
In the existing 6X6 cross-country truck, a transfer case and an axle are respectively and independently installed in a vehicle chassis, and because roads in certain mountainous areas are complicated, a long-axis truck cannot normally run under the condition, and only the wheel base of the existing 6X6 cross-country truck is shortened; the transfer case has overlarge volume and small expansion amount after the transmission shaft is installed, so that the automobile cannot normally run; therefore, the transfer case needs to be redesigned to achieve the purpose of reducing the size, so that the expansion amount of the transmission shaft is increased to ensure the normal running capacity of the vehicle, and for a 6x6 vehicle, the transfer case is not always in a six-wheel-drive mode, and when the front axle does not need power output, the transfer case cannot be separated from a power input end, so that excessive wear of the front axle is caused.
SUMMERY OF THE UTILITY MODEL
The utility model aims to overcome the defects in the prior art, provides an integrated 6X6 automobile drive axle integrating a transfer case and a main speed reducer assembly, has reasonable layout, integrates a central differential mechanism in the transfer case, saves the whole volume, can separate a front axle from a power input end according to requirements, reduces unnecessary abrasion, and can effectively solve the problems in the background art.
In order to achieve the purpose, the utility model provides the following technical scheme: an integrated 6X6 automobile drive axle integrating transfer case and main speed reducer assembly comprises a shell, an input shaft for power input, a front axle output shaft for front axle power output, a middle axle output shaft for middle axle power output and a rear axle output shaft for rear axle power output are rotationally arranged in the shell, a central differential mechanism input by an input shaft is also arranged in the shell, two groups of output ends of the central differential mechanism are respectively communicated with a rear axle output shaft and a middle axle output shaft, a differential gear meshing sleeve control mechanism for locking the input shaft and the output shaft of the central differential gear is also arranged in the shell, a clutch mechanism capable of controlling power transmission or cut-off is arranged between the output shaft of the middle axle and the output shaft of the front axle, the outer portion of the shell is fixedly provided with a drive axle, a main reducer assembly is integrated in the drive axle, and an output shaft of the intermediate axle is in power connection with an input end of the main reducer assembly.
As a preferable technical scheme of the utility model, the middle axle output shaft is a middle axle output driven gear in a gear shaft form, the central differential comprises a cross shaft sleeved outside an input shaft through splines, planetary gears are arranged at two ends of the cross shaft, a driving cylindrical gear and a rear axle output half shaft gear are respectively and coaxially and rotatably arranged outside the input shaft at two sides of the cross shaft, one end faces of the driving cylindrical gear and one end face of the rear axle output half shaft gear are respectively meshed with the planetary gears through bevel gears, the driving cylindrical gear is meshed with the middle axle output driven gear, and a rear axle output flange is arranged on the rear axle output half shaft gear through splines.
As a preferable technical scheme of the utility model, a differential clutch sleeve is slidably mounted outside the input shaft through a spline, and a differential clutch sleeve operating mechanism can control the engagement or disengagement of the differential clutch sleeve and the end face teeth of the driving cylindrical gear.
As a preferred technical solution of the present invention, the intermediate output shaft is an intermediate output driven gear in the form of a gear shaft, a front axle output driven gear meshed with the intermediate output driven gear is coaxially and rotatably disposed outside the front axle output shaft, the clutch mechanism includes a front axle output clutch engagement sleeve and a front axle output clutch operating mechanism, the front axle output clutch engagement sleeve is slidably mounted with the front axle output shaft through a spline, and the front axle output clutch operating mechanism can control the front axle output clutch engagement sleeve to be meshed with or disengaged from a face tooth of the front axle output driven gear.
As a preferable technical scheme of the utility model, a lubricating oil pump assembly used for flowing of integral lubricating oil in the shell is arranged in the shell, and the input end of the lubricating oil pump assembly is in power connection with the output shaft of the intermediate axle.
Compared with the prior art, the utility model has the beneficial effects that: this integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly is integrated inside the transfer case with central differential mechanism, and increase the locking mechanism to central differential mechanism, realize multiple output mode's selection, and through differential mechanism's rational arrangement, effectively reduce the volume of transfer case, and front axle output shaft department increases clutching mechanism, can realize cutting off and the intercommunication of front axle output shaft power take off according to the demand, thereby reduce the unnecessary wearing and tearing of front axle inner part, increase of service life.
Drawings
FIG. 1 is a schematic structural view of the present invention;
FIG. 2 is a schematic view of the transfer case of the present invention.
In the figure: 1. an input flange; 2. an input shaft; 3. a differential gear meshing sleeve control mechanism; 4. a differential gear meshing sleeve; 5. a driving cylindrical gear; 6. a cross shaft; 7. a planetary gear; 8. a rear axle output side gear; 9. a differential case; 10. the middle bridge outputs the driven gear; 11. a middle axle driving spiral bevel gear; 12. a main reducer assembly; 13. a box body; 14. a box cover; 15. a front axle output driven gear; 16. a front axle output shaft; 17. the front axle outputs the engaging sleeve of clutch; 18. the front axle outputs the clutch control mechanism; 19. a front axle output flange; 20. a middle axle driven spiral bevel gear; 21. a rear axle output flange; 22. a brake operating mechanism assembly; 23. a half shaft; 24. an axle housing; 25. a brake assembly; 26. a tail end drive mechanism assembly; 110. and a lubricating oil pump assembly.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1-2, the present invention provides a technical solution:
the transfer case and main reducer assembly 12 and the drive axle are composed of an input flange 1, an input shaft 2, a differential meshing sleeve operating mechanism 3, a differential meshing sleeve 4, a driving cylindrical gear 5, a cross shaft 6, a planetary gear 7, a rear axle output half shaft gear 8, a differential case 9, a middle axle output driven gear 10, a middle axle driving spiral bevel gear 11, a main reducer assembly 12, a case body 13, a case cover 14, a front axle output driven gear 15, a front axle output shaft 16, a front axle output clutch meshing sleeve 17, a front axle output clutch operating mechanism 18, a front axle output flange 19, a middle axle driven spiral bevel gear 20, a rear axle output flange 21, a brake operating mechanism assembly 22, a half shaft 23, an axle case 24, a brake assembly 25, a tail end driving mechanism assembly 26 and a lubricating oil pump assembly 110.
The input flange 1 is sleeved on the input shaft 2 through a spline, a spline structure arranged at the lower end of the input shaft 2 is meshed with the cross shaft 6, the planetary gear 7, the cross shaft 6 and the rear axle output half axle gear 8 are fixedly connected through a differential case 9 and a bolt to form a central differential assembly, and the rear axle output half axle gear 8 is fixed on a box body 13 through a bearing.
The input shaft 2 is fixed on the box cover 14 through a bearing, the differential gear meshing sleeve 4 is slidably sleeved on the input shaft 2 through a spline, the driving cylindrical gear 5 is sleeved on the input shaft 2, the end bevel gear of the driving cylindrical gear 5 is meshed with the planetary gear 7, and the end face gear of the differential gear meshing sleeve 4 is meshed with the end face gear of the other end of the driving cylindrical gear 5.
The middle axle driving spiral bevel gear 11 is fixed on the box body 13 through a bearing, the middle axle output driven gear 10 is sleeved on the middle axle driving spiral bevel gear 11 through a spline, the middle axle output driven gear 10 is meshed with the driving cylindrical gear 5, and the middle axle driving spiral bevel gear 11 is meshed with the middle axle driven spiral bevel gear 20.
A front axle output driven gear 15 is sleeved on a front axle output shaft 16 and is meshed with a middle axle output driven gear 10, the front axle output shaft 16 is fixed on a box body 13 and a box cover 14 through a bearing, a front axle output clutch meshing sleeve 17 is slidably sleeved on a spline of the front axle output shaft 16 through the spline, end face teeth of the front axle output clutch meshing sleeve 17 are meshed with end face teeth of the front axle output driven gear 15, and a front axle output flange 19 is sleeved on the front axle output shaft 16 through the spline; the separation and engagement structure of the front axle output clutch engagement sleeve 17 and the front axle output driven gear 15 can disconnect the front axle under the condition that the front axle is not used, and meanwhile, the normal work of the middle axle and the rear axle is not influenced, so that the abrasion and the power loss of each part of the front axle are reduced, and the service life is prolonged.
The oil pump assembly 110 is bolted to the case cover 14 and engages with the tooth grooves of the intermediate axle drive helical bevel gear 11. The main reducer assembly 12 is fixed in an axle package of the axle housing 24 by bolts; the axle housing 24 is provided with a brake operating mechanism assembly 22 and a brake assembly 25, the tail end of the axle housing 24 is provided with an end driving mechanism assembly 26, and the interior of the axle housing is provided with a half shaft 23 connected with the main speed reducer assembly 12.
The rear axle output flange 21 is provided with external splines which mesh with internal splines of the rear axle output side gear 8.
The differential gear sleeve 4 and the driving cylindrical gear 5 are separated and combined through the differential gear sleeve operating mechanism 3.
The front axle output clutch sleeve 17 and the front axle output driven gear 15 are operated to be disengaged and engaged by a front axle output clutch operating mechanism 18.
The lubricating oil pump assembly 110 completes the oil pumping action through the rotation of the middle axle driving spiral bevel gear 11, and lubricating oil provides lubrication and cooling for the mechanism through an oil passage arranged on the box cover 14.
Main reducer assembly 12 passes through the bolt fastening on the axle housing, and box 13 passes through the bolt to be connected with main reducer assembly 12, and case lid 14 passes through the bolt to be connected with box 13, so far, forms the shell cavity of transfer case and the integrative axle of main reducer.
The input flange 1 is an axle input end, the rear axle output flange 21 is a rear axle transmission output end, the middle axle driven spiral bevel gear 20 is a middle axle transmission output end, and the front axle output flange 19 is a front axle transmission output end.
The transfer case, the main reducer assembly and the drive axle of the 6X6 short-wheelbase off-road truck receive power transmission conversion from a vehicle gearbox, and transmit power to the front drive axle, the middle drive axle and the rear drive axle of the vehicle to realize the traveling of the vehicle.
As shown in fig. 1-2:
the differential mechanism is solved when in work: the differential gear meshing sleeve 4 is separated from the end face teeth of the driving cylindrical gear 5 under the action of a spring in the differential gear meshing sleeve control mechanism 3;
firstly, the output power of a vehicle gearbox is input through an input flange 1, then the power is transmitted to an input shaft 2, a spline arranged at the lower end of the input shaft 2 is meshed with a cross shaft 6, a planetary gear 7 is meshed with a rear axle output half-shaft gear 8, the planetary gear 7, the rear axle output half-shaft gear 8 and the cross shaft 6 are fixedly connected through a differential case 9 and bolts to form a differential assembly, the rear axle output half-shaft gear 8 is fixed on a box body through a bearing, the rear axle output half-shaft gear 8 is connected with a rear axle output flange 21 through a spline to transmit the power to a rear axle input end, and the transfer case completes the transmission of the rear axle driving force through the input shaft 2 and the differential assembly;
secondly, a driving cylindrical gear 5 is sleeved on an input shaft 2 and meshed with a planetary gear 7, a middle axle output driven gear 10 is meshed with the driving cylindrical gear 5, the middle axle output driven gear 10 is fixedly sleeved on a middle axle driving spiral bevel gear 11 through a spline and a nut, the middle axle driving spiral bevel gear 11 is fixed on a box body 13 through a bearing, the middle axle driving spiral bevel gear 11 is meshed with a middle axle driven spiral bevel gear 20 in a main speed reducer assembly 12, the middle axle driven spiral bevel gear 20 transmits power to a tail end driving mechanism assembly 26 through a half shaft 23, and the transfer case completes transmission of middle axle driving force through the input shaft 2 and a differential mechanism assembly;
wherein, the brake operating mechanism assembly 22 operates the brake assembly 25 to provide braking force for the axle assembly; the lubricating oil pump assembly 110 finishes oil pumping action through rotation of the middle bridge driving spiral bevel gear 11, and provides lubrication and cooling for the mechanism;
third, the front axle output driven gear 15 is sleeved on the front axle output shaft 16 and meshed with the middle axle output driven gear 10, the front axle output shaft 16 is fixed on the box body 13 and the box cover 14 through a bearing, the front axle output clutch meshing sleeve 17 is sleeved on the front axle output shaft 16 through a spline in a sliding mode, the opposite end faces of the front axle output clutch meshing sleeve 17 and the front axle output driven gear 15 are provided with end face teeth which are meshed with each other, the front axle output clutch operating mechanism 18 operates the separation and combination of the front axle output clutch operating mechanism, the front axle output flange 19 is sleeved on the front axle output shaft 16 through a spline, and therefore the transfer case completes the transmission and the separation of the front axle driving force through the input shaft 2 and the differential assembly. When the output of the front drive axle is not needed, the front axle output clutch control mechanism 18 controls the front axle output clutch meshing sleeve 17 to be separated from the front axle output driven gear 15, so that the abrasion and the power loss of all parts of the front drive axle are reduced, and the service life is prolonged.
Understanding when the differential does not work: the differential gear meshing sleeve 4 is meshed with the end face teeth of the driving cylindrical gear 5 under the action of the differential gear meshing sleeve control mechanism 3;
firstly, the output power of a vehicle gearbox is input through an input flange 1, then the power is transmitted to an input shaft 2, a differential gear meshing sleeve 4 is sleeved on the input shaft 2 through a spline in a sliding mode, therefore, a driving cylindrical gear 5 is indirectly fixed on the input shaft 2, the driving cylindrical gear 5 is meshed with a planetary gear 7, and a differential gear assembly is also indirectly fixed on the input shaft 2, so that the input shaft 2 directly transmits the driving force to a rear axle output flange 21 through a rear axle output half shaft gear 8 to the input end of a rear axle, and the transfer case completes the transmission of the driving force of the rear axle through the input shaft 2;
secondly, a middle axle output driven gear 10 is meshed with a driving cylindrical gear 5, the middle axle output driven gear 10 is fixedly sleeved on a middle axle driving spiral bevel gear 11 through splines and nuts, the middle axle driving spiral bevel gear 11 is fixed on a box body through a bearing, the middle axle driving spiral bevel gear 11 is meshed with a middle axle driven spiral bevel gear 20 in a main speed reducer assembly 12, the middle axle driven spiral bevel gear 20 transmits power to a tail end driving mechanism assembly 26 through a half shaft 23, and the transfer case completes transmission of middle axle driving force through an input shaft 2 and a differential mechanism assembly;
wherein, the brake operating mechanism assembly 22 operates the brake assembly 25 to provide braking force for the axle assembly; the lubricating oil pump assembly 110 finishes oil pumping action through rotation of the middle bridge driving spiral bevel gear 11, and provides lubrication and cooling for the mechanism;
thirdly, a front axle output driven gear 15 is sleeved on a front axle output shaft 16 and meshed with a middle axle output driven gear 10, the front axle output shaft 16 is fixed on a box body 13 and a box cover 14 through a bearing, a front axle output clutch meshing sleeve 17 is sleeved on the front axle output shaft 16 through a spline in a sliding mode, end face teeth which are meshed with each other are arranged on the opposite end faces of the front axle output clutch meshing sleeve 17 and the front axle output driven gear 15, the front axle output clutch control mechanism 18 is used for controlling the front axle output clutch meshing sleeve to be separated and combined, a front axle output flange 19 is sleeved on the front axle output shaft 16 through a spline, and therefore the transfer case completes transmission and separation of front axle driving force through an input shaft 2 and a differential assembly;
when the output of the front drive axle is not needed, the front axle output clutch control mechanism 18 controls the front axle output clutch meshing sleeve 17 to be separated from the front axle output driven gear 15, so that the abrasion and the power loss of all parts of the front drive axle are reduced, and the service life is prolonged.
The product integrates the transfer case and the axle main reducer which are respectively installed originally, so that the installation space is saved, the cost is reduced, the chassis layout of the vehicle is more reasonable, the spatial arrangement of other parts of the vehicle chassis can be optimized, and the arrangement of the short-wheelbase vehicle chassis is more facilitated; the product solves the problem that the transmission scheme is provided for the front drive axle through the middle axle by utilizing the function of the middle axle, and provides a feasible scheme for the vehicle which must realize the front drive axle due to the fact that the transfer case cannot be installed; the clutch device is arranged between the front axle output shaft and the output gear of the product, so that the abrasion of the front axle when the front axle is not output is reduced; the transfer case, the main reducer assembly and the drive axle of the product are composed of an input end mechanism, three output end mechanisms, axle housings, wheel hub reducer assemblies and brake assemblies, and provide a timely and time-sharing full-driving function for the chassis of the 6X6 short-wheelbase off-road truck.
Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the utility model, the scope of which is defined in the appended claims and their equivalents.
Claims (5)
1. An integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly, includes the casing, its characterized in that: an input shaft (2) used for power input, a front axle output shaft (16) used for front axle power output, a middle axle output shaft used for middle axle power output and a rear axle output shaft used for rear axle power output are rotationally arranged in the shell, a central differential mechanism input through the input shaft (2) is further arranged in the shell, two groups of output ends of the central differential mechanism are respectively communicated with the rear axle output shaft and the middle axle output shaft, a differential mechanism meshing sleeve operating mechanism (3) used for locking the input and the output shafts of the central differential mechanism is further arranged in the shell, a clutch mechanism capable of controlling power transmission or cutting off is arranged between the middle axle output shaft and the front axle output shaft, a driving axle is fixedly arranged outside the shell, a main reducer assembly (12) is integrated in the driving axle, and the middle axle output shaft is in power connection with the input end of the main reducer assembly (12).
2. The integrated 6X6 automotive transaxle of integrated transfer case and final drive assembly of claim 1 wherein: the middle axle output shaft is a middle axle output driven gear (10) in a gear shaft form, the central differential mechanism comprises a cross shaft (6) sleeved outside the input shaft (2) through splines, planetary gears (7) are arranged at two ends of the cross shaft (6), a driving cylindrical gear (5) and a rear axle output half shaft gear (8) are respectively coaxially and rotatably arranged outside the input shaft (2) at two sides of the cross shaft (6), the end faces of one ends of the driving cylindrical gear (5) and the rear axle output half shaft gear (8) are respectively meshed with the planetary gears (7) through bevel gears, the driving cylindrical gear (5) is meshed with the middle axle output driven gear (10), and a rear axle output flange (21) is installed on the rear axle output half shaft gear (8) through splines.
3. The integrated 6X6 automotive transaxle of integrated transfer case and final drive assembly of claim 2 wherein: a differential clutch sleeve (4) is slidably mounted outside the input shaft (2) through a spline, and a differential clutch sleeve operating mechanism (3) can control the engagement or disengagement of the differential clutch sleeve (4) and the end face teeth of the driving cylindrical gear (5).
4. The integrated 6X6 automotive transaxle of integrated transfer case and final drive assembly of claim 1 wherein: the middle axle output shaft is a middle axle output driven gear (10) in a gear shaft form, a front axle output driven gear (15) is coaxially and rotatably arranged outside the front axle output shaft (16), the clutch mechanism comprises a front axle output clutch meshing sleeve (17) and a front axle output clutch operating mechanism (18), the front axle output clutch meshing sleeve (17) is slidably mounted with the front axle output shaft (16) through splines, and the front axle output clutch operating mechanism (18) can control the front axle output clutch meshing sleeve (17) to be meshed with or separated from the end face teeth of the front axle output driven gear (15).
5. The integrated transfer case and final drive assembly 6X6 automobile transaxle of any one of claims 1-4, wherein: a lubricating oil pump assembly (110) used for flowing of integral lubricating oil in the shell is arranged in the shell, and the input end of the lubricating oil pump assembly (110) is in power connection with an output shaft of the middle axle.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122207433.2U CN215521864U (en) | 2021-09-13 | 2021-09-13 | Integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202122207433.2U CN215521864U (en) | 2021-09-13 | 2021-09-13 | Integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly |
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| CN215521864U true CN215521864U (en) | 2022-01-14 |
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| CN202122207433.2U Active CN215521864U (en) | 2021-09-13 | 2021-09-13 | Integrated 6X6 automobile drive axle of integrated transfer case and final drive assembly |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435027A (en) * | 2022-02-16 | 2022-05-06 | 山东福安达重汽零部件制造有限公司 | Two-gear speed change multi-shaft output drive axle assembly with inter-shaft differential |
-
2021
- 2021-09-13 CN CN202122207433.2U patent/CN215521864U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114435027A (en) * | 2022-02-16 | 2022-05-06 | 山东福安达重汽零部件制造有限公司 | Two-gear speed change multi-shaft output drive axle assembly with inter-shaft differential |
| CN114435027B (en) * | 2022-02-16 | 2023-11-07 | 山东福安达重汽零部件制造有限公司 | Two-gear speed-changing multi-shaft output drive axle assembly with inter-axle differential speed |
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