CN217574856U - Steering transmission combined mechanism and transport vehicle - Google Patents
Steering transmission combined mechanism and transport vehicle Download PDFInfo
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- CN217574856U CN217574856U CN202221939747.XU CN202221939747U CN217574856U CN 217574856 U CN217574856 U CN 217574856U CN 202221939747 U CN202221939747 U CN 202221939747U CN 217574856 U CN217574856 U CN 217574856U
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- steering
- box
- input shaft
- bevel gear
- output shaft
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Abstract
The utility model discloses a turn to transmission combined mechanism, its characterized in that: the steering gear comprises a fixed box, a steering box, an input shaft, an output shaft, a driving bevel gear and a driven bevel gear; the steering box is rotatably matched with the fixed box; the input shaft is rotatably arranged on the fixed box and is concentric with the rotation center of the steering box; the output shaft is rotatably arranged on the steering box; the driving bevel gear and the driven bevel gear are positioned in the steering box and are meshed with each other; the input shaft is coaxially connected with the driving bevel gear; the output shaft is coaxially connected with the driven bevel gear. The utility model can realize the power input in the straight-ahead driving through the input shaft on the fixed box, and then the power is output through the output shaft on the steering box after the gear meshing transmission; and under the action of external force during turning, the steering box can turn around the fixed box and takes the input shaft as the center, so as to achieve the purposes of simultaneously steering and outputting power. Additionally, the utility model also discloses a transport vechicle.
Description
Technical Field
The utility model belongs to a turn to transmission combined mechanism and dispose this transport vechicle that turns to transmission combined mechanism.
Background
The main drive of the existing four-wheel small transport vehicle adopts a power source (taking a motor, a general engine or an engine as power and outputting after speed change of a gearbox) to output to a tire through a half shaft of a differential speed axle, and the following main problems exist when the vehicle is used:
firstly, due to the fact that differential bridge driving is adopted, the structure is very complex (a planet carrier, a planet wheel, a sun wheel and the like), transmission efficiency is low, high torque output cannot be borne, climbing is difficult, and goods loading is less;
secondly, the differential axle is easy to slip when the road condition is poor during driving;
thirdly, because the differential axle can only be arranged below the frame, the use of the transport vehicle in many places is limited;
fourth, the conventional four-wheel transporter cannot turn due to the use of a differential axle.
SUMMERY OF THE UTILITY MODEL
In order to solve the above one or more defect problems that exist among the prior art, the utility model provides a steering transmission combined mechanism.
In order to realize the purpose, the utility model provides a steering transmission combined mechanism, its characterized in that: the steering gear comprises a fixed box, a steering box, an input shaft, an output shaft, a driving bevel gear and a driven bevel gear; the steering box is rotatably matched with the fixed box; the input shaft is rotatably arranged on the fixed box and is concentric with the rotation center of the steering box; the output shaft is rotatably arranged on the steering box; the driving bevel gear and the driven bevel gear are positioned in the steering box and are meshed with each other; the input shaft is coaxially connected with the driving bevel gear; the output shaft is coaxially connected with the driven bevel gear.
By adopting the scheme, firstly, the input shaft is connected with a power source, when power is input on the input shaft, the input shaft can rotate on the fixed box, the input shaft drives the driving bevel gear to coaxially rotate, the driving bevel gear drives the driven bevel gear to rotate, and the driven bevel gear drives the output shaft to coaxially rotate; the output shaft realizes power output. Secondly, because the rotation centers of the steering box and the fixed box and the rotation centers of the input shaft and the fixed box are concentric, the matching transmission among the input shaft, the output shaft, the driving bevel gear and the driven bevel gear is not interfered when the steering box rotates and steers (namely turns); meanwhile, the input shaft, the output shaft, the driving bevel gear and the driven bevel gear are in matched transmission, so that the rotating steering (namely turning) of the steering box cannot be interfered, and the input shaft, the output shaft, the driving bevel gear and the driven bevel gear can move independently or simultaneously, so that the purposes of steering and power output at the same time are achieved.
As application examples: the steering transmission combination mechanism can be installed on a four-wheel small-sized transport vehicle. The power source (motor or engine or motor) is connected with the input shaft through the gear box, the fixed box is fixed on the frame, and the output shaft is connected with the wheels. When the bicycle runs straight, power is input to an input shaft on the fixed box, and then is transmitted to an output shaft on the steering box after being transmitted through the driving bevel gear and the driven bevel gear in sequence so as to realize power output; and under the action of external force (the steering box can be controlled by the rotating armrest frame to steer along with the steering) during turning, the steering box can turn around the fixed box and takes the input shaft as the center, so as to achieve the purposes of steering and power output at the same time.
Compared with the existing differential axle drive, the differential axle has the advantages of simple structure, high transmission efficiency, high torque output bearing capacity, easy climbing, loading capacity improvement and difficult slipping; the problem of can not turn when solving current four-wheel transport vechicle and using the differential axle simultaneously.
Preferably, the fixed box is provided with a steering hole and an input shaft matching hole; and the steering bore and the input shaft mating bore are concentric and in communication.
Preferably, the fixed box includes a first box body and a first box cover; the first box body is provided with a steering hole; the first box cover is fixed on the first box body, and an input shaft matching hole is formed in the first box cover.
Further, the input shaft is rotatably connected with the input shaft matching hole through a first bearing.
Preferably, the turn tank includes a second tank body; the second box body is provided with a steering part which is in running fit with the steering hole; an inner cavity is formed in the second box body, and an output shaft matching hole is formed in the side wall of the second box body; an inner hole is formed in the steering part and communicated with the inner cavity; the driving bevel gear and the driven bevel gear are positioned in the inner cavity; the input shaft is in rotatable fit with the inner hole; and the inner end of the input shaft extends into the inner cavity to be connected with the driving bevel gear.
Furthermore, the steering part is connected with the steering hole in a rotating mode through a second bearing.
Further, oil seal rings are arranged in the back sides of the input shaft matching hole and the steering hole.
Further, the output shaft is rotatably connected with the output shaft matching hole through a third bearing.
Preferably, the input shaft is distributed perpendicular to the output shaft.
Additionally, another object of the utility model is to provide a transport vechicle, its characterized in that: the steering transmission combination mechanism comprises the technical scheme.
The utility model discloses beneficial effect:
firstly, the utility model can realize power output by inputting power through the input shaft on the fixed box and transmitting the power to the output shaft on the steering box after the power is transmitted by the driving bevel gear and the driven bevel gear when the vehicle travels straight; under the action of external force during turning, the steering box can turn around the fixed box and takes the input shaft as the center so as to achieve the purposes of simultaneously steering and outputting power;
secondly, the utility model adopts a combined structure of rotation and transmission, so that the rotation and the transmission can move at any time or simultaneously without interference;
thirdly, the utility model has the advantages of simple structure, high transmission efficiency, bearing high torque output, easy climbing, improving loading capacity and being not easy to slip; the flexible steering can be realized without a differential axle, and the problem that the four-wheel transport vehicle cannot turn by using the differential axle can be solved;
fourthly, the steering transmission combined mechanism can be arranged beside and close to the wheels of the frame, so that more safety space can be reserved below the middle part of the frame, and the passing performance can be improved; the transport vehicle can be flexibly assembled according to the actual requirement (a single-steering transmission combined mechanism or a double-steering transmission combined mechanism can be adopted);
fifth, the utility model discloses can independently hang the use, make the trafficability characteristic of transport vechicle better, adaptability is stronger, is particularly useful for the not good mountain area of road conditions.
Drawings
FIG. 1 is a cross-sectional view (single output) of a steer drive combination of one embodiment.
Fig. 2 is a perspective view of a steering transmission combination mechanism according to one embodiment.
FIG. 3 is a cross-sectional view (dual output) of a steering transmission assembly according to one embodiment.
Fig. 4 is a perspective view of a transporting carriage in the second embodiment.
Fig. 5 is a perspective view of a transport vehicle in the third embodiment.
Detailed Description
The invention will be further explained with reference to the following figures and examples:
the first embodiment is as follows: referring to fig. 1-2, a steering and transmission combination mechanism comprises a fixed box 1, a steering box 2, an input shaft 3, an output shaft 4, a driving bevel gear 5 and a driven bevel gear 6.
As can be seen in fig. 1, the steering box 2 is rotatably engaged with the stationary box 1.
Referring to fig. 1, a steering hole 1-11 and an input shaft matching hole 1-21 are formed in the fixed box 1; and the steering hole 1-11 and the input shaft fitting hole 1-21 are concentric and communicate.
Referring to fig. 1, the stationary box 1 includes a first box body 1-1 and a first box cover 1-2; the first box body 1-1 is provided with a steering hole 1-11; the first cover 1-2 is fixed on the first case 1-1, and an input shaft matching hole 1-21 is arranged on the first cover 1-2.
Referring to fig. 1, the input shaft 3 is rotatably connected to the input shaft engagement holes 1-21 by a first bearing 7. The first bearing 7 is a first deep groove ball bearing.
Referring to fig. 1, the turn tank 2 includes a second tank body 2-1; the second box body 2-1 is provided with a steering part 2-2, and the steering part 2-2 is in running fit with the steering hole 1-11; an inner cavity 2-11 is arranged in the second box body 2-1, and an output shaft matching hole 2-12 is arranged on the side wall of the second box body 2-1; an inner hole 2-21 is formed in the steering part 2-2, and the inner hole 2-21 is communicated with the inner cavity 2-11; the driving bevel gear 5 and the driven bevel gear 6 are positioned in the inner cavities 2-11; the input shaft 3 is in rotatable fit with the inner holes 2-21; and the inner end of the input shaft 3 extends into the inner cavity 2-11 to be connected with the driving bevel gear 5.
Preferably, the drive bevel gear 5 is integral with the input shaft 3.
Referring to fig. 1, the steering part 2-2 is rotatably connected with the steering hole 1-11 through a second bearing 8. Thus, precise transmission can be realized, and the rotation resistance and the friction loss can be reduced. Preferably, the second bearing 8 includes an end face bearing 8-1 (or a thrust ball bearing), a second deep groove ball bearing 8-2. And a clamp spring 8-3 is clamped on the steering part 2-2 between the end face bearing 8-1 and the second deep groove ball bearing 8-2. This prevents both axial and radial displacement of the turning section 2-2; and meanwhile, the bearing device can bear stronger axial and radial loads, and greatly improves the load capacity and the torque.
Referring to fig. 1, oil seals 9 are mounted in the back sides of the input shaft fitting holes 1 to 21 and the steering holes 1 to 11. The lubricating oil in the input shaft fitting hole 1-21 and the steering hole 1-11 can be prevented from flowing out at the same time, and the long-term lubricating motion of the first bearing 7 and the second bearing 8 is ensured.
Referring to fig. 1, the output shaft 4 is rotatably connected to the output shaft engagement holes 2-12 by a third bearing 10. The third bearing 10 is a conical needle bearing. This enables the output shaft 4 to be used in heavy duty applications, or with impact loads, and to carry both radial and axial loads.
As can be seen in fig. 1, the input shaft 3 runs perpendicular to the output shaft 4.
Referring to fig. 1, the input shaft 3 is rotatably mounted on the fixed box 1 and is concentric with the rotation center of the steering box 2; the output shaft 4 is rotatably mounted to the steering box 2.
Referring to fig. 1, the drive bevel gear 5 and the driven bevel gear 6 are positioned in the steering box 2 and are engaged with each other; the input shaft 3 is coaxially connected with the drive bevel gear 5; the output shaft 4 is coaxially connected with the driven bevel gear 6.
Specifically, the driven bevel gear 6 is fixedly sleeved in the middle of the output shaft 4.
Two output shaft matching holes 2-12 are respectively arranged on two side walls of the second box body 2-1. Two ends of the output shaft 4 are respectively matched with the two output shaft matching holes 2-12 through two third bearings 10. The output shaft 4 is supported at both ends for rotation.
Referring to fig. 1, in operation, the input shaft 3 is connected to a power source, when power is input to the input shaft 3, the input shaft 3 rotates on the fixed box 1, the input shaft 3 drives the driving bevel gear 5 to coaxially rotate, the driving bevel gear 5 drives the driven bevel gear 6 to rotate, and the driven bevel gear 6 drives the output shaft 4 to coaxially rotate; and the output shaft 4 realizes power output. Secondly, because the rotation centers of the steering box 2 and the fixed box 1 and the rotation centers of the input shaft 3 and the fixed box 1 are concentric, the matching transmission among the input shaft 3, the output shaft 4, the driving bevel gear 5 and the driven bevel gear 6 is not interfered when the steering box 2 rotates and steers, meanwhile, the matching transmission among the input shaft 3, the output shaft 4, the driving bevel gear 5 and the driven bevel gear 6 also does not interfere with the rotation and steering of the steering box 2, and simultaneously, the two can move independently or simultaneously, so as to achieve the purposes of steering and power output simultaneously.
Referring to fig. 1, one end of the output shaft 4 extends out of one side of the steering box 2 and is used for being connected with a single wheel, so that single-wheel driving can be realized.
Referring to fig. 3, the two ends of the output shaft 4 respectively extend out of the two sides of the steering box 2 and are used for connecting two coaxial wheels, so that double-wheel driving can be realized.
Example two:
referring to fig. 4, a transportation vehicle comprises a frame M-1, four wheels M-3, a power source (motor or general purpose engine or engine) M-2, a gearbox M-5, a handrail frame M-4 and the steering transmission combination mechanism M-6 in the first embodiment.
The power source M-2 can be a motor, a general engine or an engine, the power source M-2 is connected with the upper end of the input shaft 3 through a gearbox M-5, the fixed box 1 is fixed on the frame M-1, and the outer end of the output shaft 4 is coaxially and fixedly connected with the wheel M-3.
In the embodiment, two ends of the output shaft 4 respectively extend out of two sides of the steering box 2 and are used for connecting two coaxial wheels M-3, so that double-wheel driving can be realized.
The armrest frame M-4 is provided with an armrest part M-41, a rotating shaft M-42 and a connecting part M-43, wherein the rotating shaft M-42 is rotatably matched with the frame M-1, and the connecting part M-43 is fixedly connected with the outer wall of the steering box 2. The steering box 2 can be steered by controlling the handrail frame M-4 to rotate.
When the vehicle travels straight, power is input to an input shaft 3 on the fixed box 1, and the input shaft 3 rotates and then is transmitted to an output shaft 4 on the steering box 2 after being transmitted through a driving bevel gear 5 and a driven bevel gear 6 in sequence to realize power output; and under the action of external force (namely, the rotating handrail frame M-4) during turning, the steering box 2 can turn around the fixed box 1 and takes the input shaft 3 as the center, so as to achieve the purposes of simultaneously steering and outputting power.
Compared with the existing differential axle drive, the technical scheme has the advantages of simple structure, high transmission efficiency, high torque output bearing capacity, easy climbing, loading capacity improvement and difficult slipping; and the problem that the four-wheel transport vehicle cannot turn by using the differential axle can be solved.
Example three:
referring to fig. 5, a transportation vehicle comprises a frame M-1, four wheels M-3, a power source (motor or general purpose engine or engine) M-2, a gearbox M-5, a handrail frame M-4 and the steering transmission combination mechanism M-6 in the first embodiment.
In the present embodiment, the steering transmission combination mechanism M-6 is two and is used for connecting with two coaxial wheels M-3 respectively.
In the embodiment, one end of the output shaft 4 of the steering and transmission combination mechanism M-6 extends out of one side of the steering box 2 and is used for being connected with a single wheel, so that single-wheel driving can be realized.
The two steering transmission combination mechanisms M-6 independently drive the two wheels M-3 to move.
The power source M-2 can be a motor, a general engine or an engine, the power source M-2 is respectively connected with the input shafts 3 of the two steering transmission combination mechanisms M-6 through a gear box M-5 (the gear box M-5 is provided with two output ends), the fixed boxes 1 of the two steering transmission combination mechanisms M-6 are respectively fixed on the frame M-1, and the outer ends of the output shafts 4 of the two steering transmission combination mechanisms M-6 are respectively coaxially and fixedly connected with the two wheels M-3.
The handrail frame M-4 is provided with a handrail part M-41, a rotating shaft M-42 and a connecting part M-43, the rotating shaft M-42 is in rotatable fit with the frame M-1, and the connecting part M-43 is simultaneously and fixedly connected with the outer walls of the steering boxes 2 of the two steering transmission combination mechanisms M-6. The steering box 2 of the two steering transmission combination mechanisms M-6 can be steered along with the rotation of the handrail frame M-4 through operation control.
When the vehicle travels straight, the gearbox M-5 divides power into the input shafts 3 of the two steering transmission combination mechanisms M-6, and because the two steering transmission combination mechanisms M-6 work respectively, the output shafts 4 of the two steering transmission combination mechanisms M-6 drive the two wheels M-3 to rotate respectively. The double-wheel M-3 power output can be realized.
And under the action of external force (namely, the handrail frame M-4 is rotated) when the vehicle turns, the steering boxes 2 of the two steering transmission combination mechanisms M-6 rotate in the same amplitude, so that the purposes of simultaneous steering and double output power are achieved.
The two steering transmission combination mechanisms M-6 can be independently suspended for use, so that the transport vehicle has better trafficability, stronger adaptability and stronger adaptability, and is particularly suitable for mountainous areas with poor road conditions.
In addition, the steering transmission combination mechanism can be arranged beside and close to the wheels of the frame, so that more safety space can be reserved below the middle part of the frame, and the trafficability can be improved.
The preferred embodiments of the present invention have been described in detail above. It should be understood that numerous modifications and variations can be devised by those skilled in the art in light of the principles of this invention without the use of inventive faculty. Therefore, the technical solutions that can be obtained by a person skilled in the art through logic analysis, reasoning or limited experiments based on the concepts of the present invention in the prior art are all within the scope of protection defined by the claims.
Claims (10)
1. A steering transmission combined mechanism is characterized in that: comprises a fixed box (1), a steering box (2), an input shaft (3), an output shaft (4), a driving bevel gear (5) and a driven bevel gear (6);
the steering box (2) is in rotatable fit with the fixed box (1);
the input shaft (3) is rotatably arranged on the fixed box (1) and is concentric with the rotation center of the steering box (2);
the output shaft (4) is rotatably arranged on the steering box (2);
the driving bevel gear (5) and the driven bevel gear (6) are positioned in the steering box (2) and are meshed with each other; the input shaft (3) is coaxially connected with the driving bevel gear (5); the output shaft (4) is coaxially connected with the driven bevel gear (6).
2. A steering transmission combination as claimed in claim 1, wherein: the fixed box (1) is provided with a steering hole (1-11) and an input shaft matching hole (1-21); and the steering hole (1-11) and the input shaft fitting hole (1-21) are concentric and communicate.
3. A steering transmission combination as claimed in claim 2, wherein: the fixed box (1) comprises a first box body (1-1) and a first box cover (1-2);
the first box body (1-1) is provided with a steering hole (1-11);
the first box cover (1-2) is fixed on the first box body (1-1), and an input shaft matching hole (1-21) is arranged on the first box cover (1-2).
4. A steering transmission combination as claimed in claim 2 or 3, wherein: the input shaft (3) is rotatably connected with the input shaft matching holes (1-21) through a first bearing (7).
5. A steering transmission combination as claimed in claim 2, wherein: the steering box (2) comprises a second box body (2-1);
a steering part (2-2) is arranged on the second box body (2-1), and the steering part (2-2) is in running fit with the steering hole (1-11);
an inner cavity (2-11) is arranged in the second box body (2-1), and an output shaft matching hole (2-12) is formed in the side wall of the second box body (2-1);
an inner hole (2-21) is formed in the steering part (2-2), and the inner hole (2-21) is communicated with the inner cavity (2-11);
the driving bevel gear (5) and the driven bevel gear (6) are positioned in the inner cavity (2-11);
the input shaft (3) is in rotatable fit with the inner hole (2-21); and the inner end of the input shaft (3) extends into the inner cavity (2-11) and is connected with the driving bevel gear (5).
6. A steering transmission combination as claimed in claim 5, wherein: the steering part (2-2) is connected with the steering hole (1-11) in a rotating mode through a second bearing (8).
7. A steering transmission combination as claimed in claim 5 or 6, wherein: and oil seal rings (9) are arranged in the back sides of the input shaft matching holes (1-21) and the steering holes (1-11).
8. A steering transmission combination as claimed in claim 5 or 6, wherein: the output shaft (4) is rotatably connected with the output shaft matching holes (2-12) through a third bearing (10).
9. A steering transmission combination as claimed in claim 1, wherein: the input shaft (3) and the output shaft (4) are vertically distributed.
10. A transport vehicle is characterized in that: a steering transmission assembly having a steering gear as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221939747.XU CN217574856U (en) | 2022-07-26 | 2022-07-26 | Steering transmission combined mechanism and transport vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202221939747.XU CN217574856U (en) | 2022-07-26 | 2022-07-26 | Steering transmission combined mechanism and transport vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN217574856U true CN217574856U (en) | 2022-10-14 |
Family
ID=83535351
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202221939747.XU Active CN217574856U (en) | 2022-07-26 | 2022-07-26 | Steering transmission combined mechanism and transport vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN217574856U (en) |
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2022
- 2022-07-26 CN CN202221939747.XU patent/CN217574856U/en active Active
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