CN216643008U - Drive axle main reducer and engineering vehicle - Google Patents

Drive axle main reducer and engineering vehicle Download PDF

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Publication number
CN216643008U
CN216643008U CN202123253579.7U CN202123253579U CN216643008U CN 216643008 U CN216643008 U CN 216643008U CN 202123253579 U CN202123253579 U CN 202123253579U CN 216643008 U CN216643008 U CN 216643008U
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Prior art keywords
shaft
clutch sleeve
half shaft
drive
drive axle
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CN202123253579.7U
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Chinese (zh)
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李�根
杨刚
杨峰
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Hunan Zoomlion Special Vehicle Co Ltd
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Hunan Zoomlion Special Vehicle Co Ltd
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/80Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/86Optimisation of rolling resistance, e.g. weight reduction 

Abstract

The utility model provides a drive axle main reducer and an engineering vehicle.A planetary gear connected with a power source is sleeved on each shaft neck of a planetary gear shaft in a floating manner; the half shaft group comprises a clutch sleeve, a first half shaft and a second half shaft which are respectively arranged on two sides of the planetary gear shaft, the first half shaft is in transmission connection with the planetary gear through a first half shaft gear, one end of the clutch sleeve is in transmission connection with the planetary gear through a second half shaft gear, the other end of the clutch sleeve is provided with a bearing hole of which the inner wall is provided with an internal spline, and the second half shaft comprises a main shaft with an external spline and a bearing shaft part which is in guide fit with the bearing hole; the driving component is used for driving the clutch sleeve to reciprocate between the meshing position and the separating position. The utility model can realize that the second half shaft is disconnected with the power source power to ensure that the drive axle does not participate in driving under the normal driving condition, and the second half shaft is connected with the power source power to ensure that the drive axle participates in driving under the special driving condition, thereby ensuring the passing performance of the multi-shaft vehicle and reducing the driving energy consumption of the vehicle.

Description

Drive axle main reducer and engineering vehicle
Technical Field
The utility model belongs to the technical field of vehicles, and particularly relates to a drive axle main reducer and an engineering vehicle.
Background
In a vehicle having a plurality of transaxles such as a truck crane, sufficient driving force can be provided by only a part of the transaxles involved in driving under normal driving conditions. Only in special driving situations such as climbing steep slopes, all the drive axles are required to be driven to provide the maximum driving force. The existing main speed reducer can not disconnect and connect the power transmission of the drive axle under the general driving condition, and can not realize the function that the drive axle participates in driving at the right time; and partial drive axles of the multi-axle drive vehicle participate in driving under the normal driving condition, and all the drive axles participate in driving under the special driving condition. In any driving situation, only all the drive axles are involved in driving, which causes unnecessary energy consumption, and causes a mechanism which does not need to provide driving force in most of the driving process to become a load, thereby increasing the energy consumption of the vehicle.
SUMMERY OF THE UTILITY MODEL
The utility model mainly aims to provide a drive axle main reducer and an engineering vehicle, and aims to solve the technical problem that a multi-drive vehicle in the prior art is high in energy consumption.
In order to achieve the above object, the present invention provides a transaxle final drive, wherein the transaxle final drive includes: each shaft neck is sleeved with a planetary gear connected with a power source in a floating manner; the half shaft group comprises a clutch sleeve, a first half shaft and a second half shaft, wherein the first half shaft and the second half shaft are respectively arranged on two sides of the planetary gear shaft, the first half shaft is in transmission connection with the planetary gear through a first half shaft gear, one end of the clutch sleeve is in transmission connection with the planetary gear through a second half shaft gear, the other end of the clutch sleeve is provided with a bearing hole with an inner spline on the inner wall, and the second half shaft comprises a main body shaft with an outer spline and a bearing shaft part in guide fit with the bearing hole; and the driving assembly is used for driving the clutch sleeve to reciprocate between an engagement position and a separation position so as to enable the internal spline to be engaged with the external spline or enable the internal spline to be disengaged from the external spline.
In the embodiment of the utility model, the supporting hole comprises an engaging cavity positioned at the end part of the clutch sleeve and a guide cavity communicated with the engaging cavity, the engaging cavity and the guide cavity are connected in a step shape in cross section, the internal spline is arranged on the inner cavity wall of the engaging cavity, the supporting shaft part is in guiding fit with the guide cavity and is matched with the guide cavity in shape, and the main body shaft is matched with the engaging cavity in shape.
In the embodiment of the utility model, the outer cavity wall of the meshing cavity is provided with a convex ring and a shaft elastic retainer ring, the convex ring and the shaft elastic retainer ring form a clamping groove in a surrounding mode, and the driving assembly is connected with the clutch sleeve through a shifting fork extending into the clamping groove.
In the embodiment of the utility model, the drive axle main speed reducer further comprises a differential case, the planet gear shaft and the planet gear are contained in the differential case, and the first half shaft and the clutch sleeve partially extend into the differential case.
In the embodiment of the utility model, the clutch sleeve comprises a main body part and a limiting part provided with the convex ring and the elastic retaining ring for the shaft, the guide cavity is arranged on the main body part, the meshing cavity is arranged on the limiting part, one end of the main body part penetrates through the mounting hole of the differential shell, the other end of the main body part is connected with the limiting part, the limiting part is positioned outside the differential shell, and the cross-sectional dimension of the limiting part is larger than that of the mounting hole.
In an embodiment of the present invention, the transaxle final drive further includes a reducer case, the driving assembly is mounted outside the reducer case, and the driving assembly includes: the piston rod is arranged in a cylinder hole of the speed reducer shell and is connected with the clutch sleeve; the guide sleeve is provided with an axial guide hole for the piston rod to pass through, and a return spring abutted against the guide sleeve is sleeved outside the piston rod; and the air pressure source is communicated with the cylinder hole through the ventilation joint.
In the embodiment of the utility model, the driving assembly further comprises a pressure switch which is arranged at the outer end of the guide sleeve and is opposite to the piston rod, and a pressure indication thimble of the pressure switch is used for being abutted against the piston rod which is positioned at the meshing position.
In an embodiment of the utility model, the supporting shaft portion is externally sleeved with a wear-reducing bush.
In an embodiment of the utility model, the hardness of the friction reducing bushing is lower than the hardness of the clutch sleeve.
The utility model also provides an engineering vehicle which comprises the wheel end and the drive axle main speed reducer.
Through the technical scheme, the drive axle main speed reducer provided by the embodiment of the utility model has the following beneficial effects:
the power source transmits power to the first half shaft gear or the second half shaft gear through the planetary gear, the first half shaft and the first half shaft gear on the same side are connected through the meshing of the internal spline and the external spline and keep synchronous rotation, and the clutch sleeve and the second half shaft gear on the same side are connected through the meshing of the internal spline and the external spline and always keep synchronous rotation; and one end of the clutch sleeve, which is close to the second half shaft, is provided with a bearing hole with an internal spline, so that the bearing hole is matched with a supporting shaft part arranged on the second half shaft to form a bearing structure and axially guide the supporting shaft part, the clutch sleeve and the second half shaft are ensured to be coaxial, and the driving assembly is connected with the clutch sleeve. Under the condition of normal running, the driving assembly can drive the clutch sleeve to axially slide back and forth and move to a separation position to realize the separation between the clutch sleeve and the second half shaft, so that the power transmission between the second half shaft and the second half shaft gear on the same side is disconnected, and unnecessary energy consumption is avoided; under the special driving conditions of climbing and the like, the driving assembly can drive the clutch sleeve to move to the meshing position, so that the meshing between the internal spline on the clutch sleeve and the external spline on the second half shaft is realized, the clutch sleeve is engaged with the second half shaft, and the power transmission connection between the second half shaft and the second half shaft gear on the same side is further realized. The main speed reducer of the drive axle realizes the disconnection and connection of the power of the half axle and the power source through the matching of the external spline of the second half axle and the internal spline of the clutch sleeve, so that the drive axle can participate in driving timely, namely, the second half axle is disconnected from the power source when the driving force is not required to be provided under the normal driving condition so that the drive axle does not participate in driving, and the second half axle is connected with the power source when the driving force is required to be provided under the special driving condition so that the drive axle participates in driving, thereby ensuring the passing performance of the multi-axle vehicle and reducing the driving energy consumption of the vehicle.
Additional features and advantages of the utility model will be set forth in the detailed description which follows.
Drawings
The accompanying drawings, which are included to provide an understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model without limiting the utility model. In the drawings:
FIG. 1 is a schematic illustration of a drive axle final drive according to an embodiment of the present invention in a driving condition;
FIG. 2 is a schematic illustration of a transaxle final drive according to one embodiment of the present invention in another driving condition;
FIG. 3 is a schematic illustration of the second axle shaft of the transaxle final drive according to one embodiment of the present invention;
FIG. 4 is a schematic diagram of a clutch sleeve in the final drive of the drive axle according to an embodiment of the utility model;
FIG. 5 is a schematic diagram of a clutch sleeve in a final drive of a drive axle according to another embodiment of the utility model;
FIG. 6 is a schematic diagram of the drive assembly of the transaxle final drive according to one embodiment of the present invention.
Description of the reference numerals
Figure BDA0003427524690000041
Figure BDA0003427524690000051
Detailed Description
The following detailed description of specific embodiments of the utility model refers to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and explanatory of the utility model and are not restrictive thereof.
A transaxle final drive according to the present invention will be described with reference to the accompanying drawings.
As shown in fig. 1 to 6, in an embodiment of the present invention, there is provided a transaxle final drive 100, wherein the transaxle final drive 100 includes a planetary gear shaft 1, a half shaft group 5, and a drive assembly 6; each shaft neck of the planetary gear shaft 1 is sleeved with a planetary gear 4 connected with a power source in a floating manner; the half shaft group 5 comprises a clutch sleeve 51, a first half shaft 52 and a second half shaft 53 which are respectively arranged at two sides of the planetary gear shaft 1, the first half shaft 52 is in transmission connection with the planetary gear 4 through a first half shaft gear 54, one end of the clutch sleeve 51 is in transmission connection with the planetary gear 4 through a second half shaft gear 55, the other end of the clutch sleeve is provided with a supporting hole 511 with an inner spline 514 on the inner wall, and the second half shaft 53 comprises a main body shaft 531 with an outer spline 532 and a supporting shaft portion 533 which is in guiding fit with the supporting hole 511; drive assembly 6 is adapted to reciprocate clutch sleeve 51 between an engaged position and a disengaged position to engage internal splines 514 and external splines 532 and to disengage internal splines 514 and external splines 532. It is to be understood that the transaxle final drive 100 in the present embodiment is mainly used for a multi-transaxle vehicle.
The power source in this embodiment transmits power to the first axle gear 54 or the second axle gear 55 through the planetary gear 4, the first axle 52 and the first axle gear 54 on the same side are connected and kept rotating synchronously through the engagement of the internal and external splines, and the clutch sleeve 51 and the second axle gear 55 on the same side are connected and kept rotating synchronously through the engagement of the internal and external splines; a bearing hole 511 with an internal spline 514 is arranged at one end of the clutch sleeve 51 close to the second half shaft 53, so that the bearing hole 511 is matched with a bearing shaft portion 533 arranged on the second half shaft 53 to form a bearing structure and axially guide the bearing shaft portion 533, the clutch sleeve 51 is ensured to be coaxial with the second half shaft 53, and the driving assembly 6 is connected with the clutch sleeve 51.
As shown in fig. 1, in a normal driving condition, the driving assembly 6 may drive the clutch sleeve 51 to axially slide back and forth, and move to a separation position, so as to separate the clutch sleeve 51 from the second half shaft 53, and further to disconnect the power transmission between the second half shaft 53 and the second side gear 55 on the same side, so that the second half shaft 53 cannot obtain power, at this time, the second side gear 55 idles, the wheel end on the same side of the second half shaft 53 slips, and the first half shaft 52 on the other side cannot obtain power, thereby reducing the energy consumption of the vehicle driving and avoiding unnecessary energy consumption; as shown in fig. 2, in a special driving situation such as climbing a slope, the driving assembly 6 can drive the clutch sleeve 51 to move to the engaging position, so as to realize the engagement of the internal splines 514 on the clutch sleeve 51 and the external splines 532 on the second half shaft 53, so that the clutch sleeve 51 is engaged with the second half shaft 53, and further realize the power transmission connection between the second half shaft 53 and the second half shaft gear 55 on the same side; the power is distributed to the first half shaft 52 and the second half shaft 53, and the driving axle participates in driving, so that the vehicle can obtain the maximum driving force of the whole vehicle. The drive axle main reducer 100 in this embodiment realizes the disconnection and connection of the half axle and the power source through the cooperation of the external spline 532 of the second half axle 53 and the internal spline 514 of the clutch sleeve 51, so that the drive axle can participate in driving in due time, that is, the second half axle 53 is disconnected from the power source when the driving force is not required to be provided in the normal driving situation so that the drive axle does not participate in driving, and the second half axle 53 is connected with the power source when the driving force is required to be provided in the special driving situation so that the drive axle participates in driving, thereby reducing the driving energy consumption of the vehicle while ensuring the passing performance of the multi-axle vehicle.
As shown in fig. 3 to 5, in one embodiment, the supporting hole 511 includes an engagement cavity 512 at an end of the clutch sleeve 51 and a guide cavity 513 communicating with the engagement cavity 512, the engagement cavity 512 and the guide cavity 513 are connected in a stepped shape in cross section, an internal spline 514 is provided on an inner cavity wall of the engagement cavity 512, a supporting shaft portion 533 is in guide fit with the guide cavity 513 and is matched in shape, and a main body shaft 531 is matched in shape with the engagement cavity 512. In this embodiment, the cross-sectional dimension of the engagement cavity 512 is greater than the cross-sectional dimension of the guide cavity 513, and the step-shaped support hole 511 is matched with the step-shaped second half shaft 53, so that the supporting shaft portion 533 can be axially guided, and at the same time, the accurate engagement of the internal spline 514 and the external spline 532 can be ensured, and by the abutment of the main body shaft 531 and the cavity bottom wall of the engagement cavity 512, the condition that the second half shaft 53 is damaged due to excessive movement of the clutch sleeve 51 can be prevented, and the running stability of the drive axle main reducer 100 can be ensured. In one embodiment, the axial position of the clutch sleeve 51 is controlled by a driver of the engineering vehicle, the limit of the axial movement of the clutch sleeve 51 is determined by the axial reciprocating motion of a piston rod of the driver, and meanwhile, the abutting mechanical engagement of the bottom wall of the cavity of the engagement cavity 512 is matched, so that the control of the axial movement stroke of the clutch sleeve 51 is more accurate.
As shown in fig. 5, in the embodiment of the present invention, the outer cavity wall of the engagement cavity 512 is provided with a collar 519 and a shaft circlip 515, the collar 519 and the shaft circlip 515 enclose a locking groove 516, and the driving assembly 6 is connected to the clutch sleeve 51 by a shift fork 7 extending into the locking groove 516. The circlip 515 for the shaft in this embodiment is detachably mounted on the outer cavity wall of the engagement cavity 512, and when the clutch sleeve 51 needs to be detached, the circlip 515 for the shaft can be detached first, and the clutch sleeve 51 can be directly taken out of the drive axle main reducer 100; when the clutch sleeve 51 needs to be installed, the clutch sleeve 51 can be assembled after the shifting fork 7 is installed, the clutch sleeve 51 is installed, the end face of the convex ring 519 is attached to the shifting fork 7, finally, the shaft elastic retainer ring 515 is installed on the clutch sleeve 51, and therefore the shifting fork 7 can push the clutch sleeve 51 to axially slide in a reciprocating mode. The clutch sleeve 51 in this embodiment can improve the convenience of the removal and assembly of the transaxle main reducer 100 by engaging the projecting ring 519 with the removable shaft circlip 515. In another embodiment, shown in FIG. 4, the locking slot 516 opens directly into the outer wall of the engagement cavity 512.
In one embodiment, the transaxle final drive 100 further includes a differential case 8, the planet shafts 1 and the planet gears 4 are accommodated in the differential case 8, and the first half shaft 52 and the clutch sleeve 51 partially extend into the differential case 8. In the embodiment of the present invention, the clutch sleeve 51 includes a main body portion 517 and a stopper portion 518 provided with a collar 519 and a shaft circlip 515, the guide chamber 513 is opened in the main body portion 517, the engagement chamber is opened in the stopper portion 518, one end of the main body portion 517 passes through the mounting hole of the differential case 8, the other end is connected to the stopper portion 518, the stopper portion 518 is located outside the differential case 8, and the sectional size of the stopper portion 518 is larger than that of the mounting hole. The clutch sleeve 51 in this embodiment has a two-stage structure including a small end main body portion 517 and a large end stopper portion 518, so that the stopper portion 518 can abut against and be stopped by the differential case 8, and the accuracy of assembling the clutch sleeve 51 and the second side gear 55 can be ensured.
In the embodiment of the utility model, the planetary gear 4 is connected with a power source sequentially through the planetary gear shaft 1, the differential case 8, the driven bevel gear 2 and the drive bevel gear 3, the drive axle main reducer 100 further comprises a reducer case 9 for accommodating the driven bevel gear 2 and the drive bevel gear 3, the driving assembly 6 is installed outside the reducer case 9, and the driving assembly 6 comprises a piston rod 61, a guide sleeve 62 and a ventilation joint 65; the piston rod 61 is arranged in a cylinder hole 91 of the reducer shell 9 and is connected with the clutch sleeve 51; the guide sleeve 62 is provided with an axial guide hole 63 for the piston rod 61 to pass through, and a return spring 64 abutted against the guide sleeve 62 is sleeved outside the piston rod 61; the air pressure source is communicated with the cylinder hole 91 through the ventilation joint 65. Specifically, the left end of the piston rod 61 is sleeved with a piston sleeve 67, the axial guide hole 63 in this embodiment can guide the piston rod 61 to slide axially correctly, the air pressure source controls the air inflation and deflation of the air cylinder hole 91 from the air connector 65 through a valve, and the axial reciprocating sliding of the piston rod 61 can be realized by matching with the compression and resilience of the return spring 64, so as to drive the shifting fork 7 and push the clutch sleeve 51 to slide axially and reciprocally. The driving assembly 6 and the speed reducer shell 9 in the embodiment are matched in structure to realize axial driving of the clutch sleeve 51, and the structure is simple and convenient to assemble. Specifically, when the cylinder hole 91 is not inflated, the piston rod 61 returns to the separation position under the pressing of the return spring 64, when the cylinder hole 91 is inflated, the piston rod 61 is pushed to the guide sleeve 62 by air pressure, and the clutch sleeve 51 and the second half shaft 53 are in a meshing state.
In the embodiment of the present invention, the driving assembly 6 further includes a pressure switch 66 mounted at the outer end of the guide sleeve 62 and disposed opposite to the piston rod 61, and a pressure indication thimble 661 of the pressure switch 66 is configured to abut against the piston rod 61 located at the engaging position. The pressure switch 66 in this embodiment can feed back a signal of real-time driving participation of the drive axle, and further, an acousto-optic indicating device can be arranged in the cab to remind a driver whether the drive axle participates in driving; when the cylinder hole 91 is inflated to push the piston rod 61 to axially slide to the meshing position, the end part of the piston rod 61 presses the pressure indicating thimble 661, which can feed back the signal of the engagement between the clutch sleeve 51 and the second half shaft 53, so as to intuitively express the transmission connection of the drive axle and improve the convenience of the drive axle main reducer 100. In other embodiments, the drive assembly 6 may also be configured to be hydraulically driven, with a source of power being a hydraulic source, such as a hydraulic pump.
In the present embodiment, the supporting shaft portion 533 is externally fitted with the wear-reducing bush 534. The wear-reducing bush 534 is fitted over the support shaft portion 533 to reduce the friction force between the support hole 511 of the clutch sleeve 51 and the support shaft portion 533 during relative rotation and to prevent the support shaft portion 533 from being worn. At the same time. In an embodiment of the present invention, the wear reducing bushing 534 has a lower hardness than the clutch sleeve 51. Wear of the bearing hole 511 is avoided, and in case of severe wear, only the wear-reducing bushing 534 needs to be replaced, instead of replacing the second half shaft 53 and the clutch sleeve 51.
The utility model also provides a working vehicle which comprises a wheel end and the drive axle main speed reducer 100, and the specific structure of the drive axle main speed reducer 100 refers to the embodiment. Since the engineering vehicle adopts all technical solutions of all the embodiments, at least all the beneficial effects brought by the technical solutions of the embodiments are achieved, and no further description is given here.
In the description of the present invention, it is to be understood that the terms "first", "second", and the like are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or to imply that the number of technical features indicated are in fact significant. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless explicitly specified otherwise.
In the present invention, unless otherwise explicitly stated or limited, the terms "mounted," "connected," "fixed," and the like are to be construed broadly, e.g., as being permanently connected, detachably connected, or integral; may be mechanically coupled, may be electrically coupled or may be in communication with each other; they may be directly connected or indirectly connected through intervening media, or they may be connected internally or in any other suitable relationship, unless expressly stated otherwise. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean 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 utility model. In this specification, the schematic representations of the terms used above are not necessarily intended to 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. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made to the above embodiments by those of ordinary skill in the art within the scope of the present invention.

Claims (10)

1. A drive axle final drive (100), characterized in that the drive axle final drive comprises:
each shaft neck is sleeved with a planetary gear (4) connected with a power source in a floating way;
the half shaft group (5) comprises a clutch sleeve (51), a first half shaft (52) and a second half shaft (53) which are respectively arranged on two sides of the planetary gear shaft (1), the first half shaft (52) is in transmission connection with the planetary gear (4) through a first half shaft gear (54), one end of the clutch sleeve (51) is in transmission connection with the planetary gear (4) through a second half shaft gear (55), the other end of the clutch sleeve is provided with a bearing hole (511) with an inner spline (514) on the inner wall, and the second half shaft (53) comprises a main body shaft (531) with an outer spline (532) and a bearing shaft part (533) in guide fit with the bearing hole (511);
and the driving assembly (6) is used for driving the clutch sleeve (51) to reciprocate between an engagement position and a separation position, so that the internal spline (514) is engaged with the external spline (532), or the internal spline (514) is disengaged from the external spline (532).
2. A drive axle final drive according to claim 1, characterized in that the bearing hole (511) comprises an engagement chamber (512) at the end of the clutch sleeve (51) and a guide chamber (513) communicating with the engagement chamber (512), the cross-sectional connection of the engagement chamber (512) and the guide chamber (513) is stepped, the internal spline (514) is arranged on the inner chamber wall of the engagement chamber (512), the bearing shaft portion (533) is in guiding fit and shape matching with the guide chamber (513), and the shape of the main body shaft (531) matches with the shape of the engagement chamber (512).
3. A drive axle final drive according to claim 2, characterized in that the outer cavity wall of the meshing cavity (512) is provided with a convex ring (519) and a shaft circlip (515), the convex ring (519) and the shaft circlip (515) enclose a clamping groove (516), and the drive assembly (6) is connected with the clutch sleeve (51) through a shifting fork (7) extending into the clamping groove (516).
4. A drive axle final drive according to claim 3, characterized in that the drive axle final drive (100) further comprises a differential case (8), the planet shafts (1) and the planet gears (4) are accommodated in the differential case (8), and the first half shaft (52) and the clutch sleeve (51) partially extend into the differential case (8).
5. A drive axle final drive according to claim 4, characterized in that the clutch sleeve (51) comprises a main body part (517) and a limit part (518) provided with the collar (519) and the shaft circlip (515), the guide cavity (513) is opened in the main body part (517), the engagement cavity (512) is opened in the limit part (518), one end of the main body part (517) passes through the mounting hole of the differential case (8), the other end is connected with the limit part (518), the limit part (518) is located outside the differential case (8) and the cross-sectional dimension of the limit part (518) is larger than that of the mounting hole.
6. Drive axle final drive according to any of claims 1 to 5, characterized in that the drive axle final drive (100) further comprises a drive housing (9), the drive assembly (6) is mounted outside the drive housing (9), and the drive assembly (6) comprises:
a piston rod (61) which is mounted in a cylinder bore (91) of the reduction gear case (9) and connected to the clutch sleeve (51);
the guide sleeve (62) is provided with an axial guide hole (63) for the piston rod (61) to pass through, and a return spring (64) abutted against the guide sleeve (62) is sleeved outside the piston rod (61);
a ventilation connection (65) through which a pneumatic pressure source is connected to the cylinder bore (91).
7. Drive axle final drive according to claim 6, characterized in that the drive assembly (6) further comprises a pressure switch (66) mounted at the outer end of the guide sleeve (62) and arranged opposite to the piston rod (61), the pressure indication pin (661) of the pressure switch (66) being adapted to abut against the piston rod (61) in the engaged position.
8. Transaxle final drive according to any one of claims 1 to 5, characterized in that the support shaft portion (533) is externally sleeved with a wear-reducing bush (534).
9. Drive axle final drive according to claim 8, characterized in that the hardness of the friction-reducing bushing (534) is lower than the hardness of the clutch sleeve (51).
10. A work vehicle, characterized in that the work vehicle comprises a wheel end and a drive axle final drive (100) according to any of claims 1-9.
CN202123253579.7U 2021-12-22 2021-12-22 Drive axle main reducer and engineering vehicle Active CN216643008U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202123253579.7U CN216643008U (en) 2021-12-22 2021-12-22 Drive axle main reducer and engineering vehicle

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Application Number Priority Date Filing Date Title
CN202123253579.7U CN216643008U (en) 2021-12-22 2021-12-22 Drive axle main reducer and engineering vehicle

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CN216643008U true CN216643008U (en) 2022-05-31

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GR01 Patent grant