CN218718647U - Disengaging gear mounted on main speed reducer - Google Patents
Disengaging gear mounted on main speed reducer Download PDFInfo
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- CN218718647U CN218718647U CN202222855899.8U CN202222855899U CN218718647U CN 218718647 U CN218718647 U CN 218718647U CN 202222855899 U CN202222855899 U CN 202222855899U CN 218718647 U CN218718647 U CN 218718647U
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Abstract
The utility model discloses a disengaging gear installed on a main reducer, which comprises a transmission shaft (2), an engagement sleeve (32), a transmission gear (5) and a transmission sleeve (6) which are positioned in a main reducer shell (1); the transmission gear (5) is relatively rotatably arranged in the middle of the transmission shaft (2); the meshing sleeve (32) is circumferentially limited and arranged on the transmission shaft (2), and is driven to axially move and rotate with the transmission gear (5) through the shifting fork assembly (31); the transmission sleeve (6) is circumferentially limited and sleeved at one end of the transmission shaft (2) and is connected with the rear output device. This trip gear of installation on main reducer, simple structure is compact, and the quick switching of taking off the bridge that not only realizes, occupation space is less, makes whole weight lighter moreover, and the commonality is strong.
Description
Technical Field
The utility model belongs to the engineering machine tool field, concretely relates to install disengaging gear on main reducer, especially the disengaging gear on main reducer who uses on the engineering vehicle.
Background
The engineering vehicle has a multi-drive mode to ensure heavy load and use under different road conditions, for example, some vehicles with smaller load are driven by two drives when driving on a normal road surface, four drives are used when driving on complicated ground such as a farmland, six drives are used when some heavy engineering vehicles with larger load are driven normally, and eight drives are used when driving on complicated road conditions such as a mountain, so that the corresponding driving axle needs to be adjusted, and in order to realize switching between the multiple driving axles and the few driving axles and adapt to different road conditions, the corresponding driving axle needs to be adjusted, and the engineering vehicle needs to be provided with an axle release mechanism;
the existing axle-disengaging mechanism mainly comprises a set of transfer case or clutch, namely the transfer case or the clutch is arranged on a power output main shaft and used for power separation of a front axle and a rear axle, and the structure increases vehicle parts, restricts the space of a vehicle chassis and ensures that the total weight and the production cost of the vehicle are higher;
in addition, due to different requirements of differential speed, disengagement and the like of corresponding axles in different engineering vehicles, when the corresponding axle disengaging mechanisms are actually produced and installed, some external parts and new reducer shells need to be additionally added, so that some parts are not universal, and the costs of purchasing, logistics, warehousing, production and the like are also increased.
Disclosure of Invention
An object of the utility model is to provide an install trip gear on main reducer, simple structure is compact, the bridge fast switch over that takes off of not only realizing, and occupation space is less, makes whole weight lighter moreover, and the commonality is strong.
In order to achieve the purpose, the disengaging gear installed on the main speed reducer comprises a transmission shaft and an engaging sleeve which are positioned in a main speed reducer shell, and further comprises a transmission gear and a transmission sleeve;
the transmission gear is relatively rotatably arranged in the middle of the transmission shaft;
the meshing sleeve is circumferentially limited and arranged on the transmission shaft, and is driven by the shifting fork assembly to axially move and rotate with the transmission gear;
the transmission sleeve is circumferentially limited and sleeved at one end of the transmission shaft and is connected with the rear output device.
Furthermore, a first end face tooth is arranged at the position, close to the meshing sleeve, of the transmission gear;
a second end face tooth matched with the first end face tooth is arranged at the end side of the meshing sleeve.
Furthermore, a boss with an L-shaped structure is arranged on the end face, close to the transmission sleeve, of the transmission gear, and a second bearing is mounted on the boss;
the inner side of the end face of the transmission gear, which is close to the shifting fork assembly, is connected with a shaft shoulder of the transmission shaft through a first bearing.
Furthermore, the first bearing and the second bearing are both thrust bearings.
Furthermore, the inner sides of the two ends of the transmission sleeve are respectively provided with a key groove which is respectively connected with the transmission shaft and the input shaft of the rear output device through matched splines.
Furthermore, a gasket is arranged at one end, close to the transmission gear, of the transmission sleeve in an interference fit mode.
Compared with the prior art, the disengaging device installed on the main speed reducer drives the meshing sleeve to axially move on the transmission shaft through the action of the shifting fork assembly, so that the meshing sleeve is meshed with the transmission gear, the corresponding power output of the transmission gear and the transmission sleeve is realized, the switching between the bridge disengaging and the non-bridge disengaging is completed, the overall structure is simple and compact, the occupied space is small, and the weight of the disengaging device installed on the main speed reducer is light;
because the transmission gear can be processed on the original gear of the differential mechanism of the main speed reducer, and the transmission sleeve can replace the differential mechanism and be used for outputting power with the rear output device, the transmission gear and the transmission sleeve are installed on the shell of the main speed reducer in a matching way, so that the transmission gear can be directly improved in different engineering vehicles, the disengaging requirement of an axle is met, additional parts and installation space are not needed, and the universal performance is stronger.
Drawings
FIG. 1 is a front view of the present invention integrally assembled to a final drive housing;
fig. 2 is an overall front view of the present invention;
FIG. 3 is a schematic view of a transmission gear according to the present invention;
fig. 4 is a front view of the transmission gear of the present invention;
fig. 5 is a front view of the driving sleeve of the present invention;
in the figure: 1. the main speed reducer comprises a main speed reducer shell, 2, a transmission shaft, 31, a shifting fork assembly, 32, a meshing sleeve, 41, a first bearing, 42, a second bearing, 5, a transmission gear, 51, first end face teeth, 52, a boss, 6, a transmission sleeve, 61 and a key groove.
Detailed Description
The present invention will be further explained with reference to the accompanying drawings.
As shown in fig. 1 and 2, the disengaging device mounted on the final drive comprises a transmission shaft 2, an engaging sleeve 32, a transmission gear 5 and a transmission sleeve 6 which are positioned in a final drive shell 1;
the transmission gear 5 is relatively rotatably arranged in the middle of the transmission shaft 2;
the meshing sleeve 32 is circumferentially limited and arranged on the transmission shaft 2, and is driven to axially move through the shifting fork assembly 31 to rotate with the transmission gear 5;
the transmission sleeve 6 is circumferentially limited and sleeved at one end of the transmission shaft 2 and is connected with the rear output device;
specifically, a main speed reducer of the device is arranged on a chassis of a vehicle, the appearance of the main speed reducer can be the same as that of a traditional speed reducer, the speed reduction and the torque increase of driving force are realized, the driving force is transmitted to an engaging sleeve 32 and a transmission shaft 2, the engaging sleeve 32 is connected with a shifting fork assembly 31, and the shifting fork assembly 31 is enabled to be engaged with a transmission gear 5 or not through the action of the shifting fork assembly 31;
taking four-wheel drive and four-wheel drive axles as examples for explanation, the transmission gear 5 transmits the driving force to a driving gear (not shown) of the main speed reduction for driving the front axle, and the transmission sleeve 6 transmits the driving force on the transmission shaft 2 to the rear output device for driving the rear axle, i.e. whether to realize the disengagement switching by whether the meshing sleeve 32 is meshed with the transmission gear 5;
the fork assembly 31 may include a spring, a cylinder; when the axle needs to be taken off, the air cylinder does not act and returns through the elasticity of the spring, a piston rod of the air cylinder pushes the shifting fork, so that the meshing sleeve 32 on the transmission shaft 2 is disengaged from the transmission gear 5, at the moment, the transmission sleeve 6 is connected with the rear output device, the rear axle is correspondingly driven to act, the transmission gear 5 loses power input, the front axle loses driving force, and the axle is taken off to realize two-drive driving;
when the axle is not required to be disengaged, the air cylinder acts, the piston rod pushes the shifting fork, so that the meshing sleeve 32 on the transmission shaft 2 is meshed with the transmission gear 5, the driving force is transmitted to the driving bevel gear of the main speed reduction through the transmission gear 5, the front axle obtains the driving wheel, and the rear axle still keeps the driving force input at the moment, namely, the four-wheel drive is realized without disengaging the axle.
The device can be arranged on a plurality of driving axles and is used for realizing the switching between the plurality of driving axles and a few driving axles and ensuring the corresponding bridge release;
as shown in fig. 3, for example, the transmission gear 5 is provided with a first end face tooth 51 near the engaging sleeve 32;
a second end face tooth matched with the first end face tooth 51 is arranged at the end side of the meshing sleeve 32;
the preferred scheme is that the meshing sleeve 32 rotates with the transmission gear 5 after moving axially, the meshing transmission between the meshing sleeve and the transmission gear is more stable by adopting a face tooth meshing mode, and other modes such as a mode of positioning a convex block and a positioning hole are not excluded;
as shown in fig. 3 and 4, further, an L-shaped boss 52 is arranged on the end face of the transmission gear 5 close to the transmission sleeve 6, and the second bearing 42 is mounted on the boss 52;
the inner side of the end surface of the transmission gear 5 close to the shifting fork assembly 31 is connected with a shaft shoulder of the transmission shaft 2 through a first bearing 41;
specifically, the boss 52 with the L-shaped structure can effectively support the second bearing 42, that is, the transmission sleeve 6 is directly pressed on the transmission gear 5 through the second bearing 42, when the transmission sleeve is in the off-bridge state, the transmission sleeve 6 rotates relative to the transmission gear 5 to transmit the driving force to the rear output device, and when the transmission sleeve is in the non-off-bridge state, the transmission gear 5 and the transmission sleeve 6 are relatively static;
the first bearing 41 and the second bearing 42 enable the meshing stress between the meshing sleeve 32 and the transmission gear 5 and the extrusion stress between the transmission gear 5 and the transmission sleeve 6 to be more uniform, and the whole space is more compact. And the L-shaped boss 52 on the transmission gear 5 prevents the second bearing 42 from falling off from the structure under the condition of not increasing the structural space, the plane is the acting surface of the bearing, the acting surface can be hardened to prolong the service life of the bearing, and the transmission gear 5 only needs to be simply processed, and no extra blank is added.
Preferably, the first bearing 41 and the second bearing 42 are both thrust bearings;
as shown in fig. 5, further, the inner sides of both ends of the transmission sleeve 6 are provided with key slots 61, which are respectively connected with the transmission shaft 2 and the input shaft of the rear output device through matching splines;
furthermore, a gasket is arranged at one end of the transmission sleeve 6 close to the transmission gear 5 in an interference fit manner.
According to the disengaging device installed on the main speed reducer, the action of the shifting fork assembly 31 drives the meshing sleeve 32 to axially move on the transmission shaft 2, so that the meshing sleeve 32 is meshed with the transmission gear 5, the corresponding power output of the transmission gear 5 and the transmission sleeve 6 is realized, and the switching between the bridge disengaging and the non-bridge disengaging is completed, the whole structure is simple and compact, the occupied space is small, and the weight of the disengaging device installed on the main speed reducer is light;
the disengaging device arranged on the main speed reducer can be directly improved and used on a through type main speed reducer with an interaxial differential speed, and a transmission gear 5 and a transmission sleeve 6 of a differential mechanism on the disengaging device are correspondingly replaced under the condition that the overall size structure is not changed;
specifically, the transmission gear 5 replaces an original gear on a differential mechanism of a main speed reducer, one end of the original gear is of a differential mechanism structure similar to a half-axle bevel gear, so that the original gear is replaced and processed into a boss 52 with an L-shaped structure for installing a thrust bearing, and the other end of the original gear can be processed into first end face teeth 51 matched with second end face teeth of the meshing sleeve 32, so that the transmission gear 5 is formed, no extra blank is added during processing, and no extra installation space is added during assembly;
the transmission sleeve 6 can replace a differential mechanism and is used for power output of a rear output device, namely the transmission sleeve 6 is connected with the transmission shaft 2 and the rear output device in a spline mode, one end of the transmission sleeve 6 can be pressed with a hardened gasket, the gasket is assembled on the long meshing sleeve in an interference fit mode and is used for adjusting the compression of the second bearing 42 between the transmission sleeve and the transmission gear 5, the processing difficulty of large parts is reduced by increasing smaller wear-resistant parts, and the service life is prolonged. Therefore, the disconnecting device arranged on the main speed reducer can be directly improved in different engineering vehicles, meets the disconnecting requirement of the axle, does not need additional parts, and is more universal.
In the description of the present invention, it is to be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are merely for convenience of description and for simplicity of description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore, are not to be construed as limiting the present invention.
Claims (6)
1. The disengaging gear installed on the main reducer comprises a transmission shaft (2) and an engaging sleeve (32) which are positioned in a main reducer shell (1), and is characterized in that,
the device also comprises a transmission gear (5) and a transmission sleeve (6);
the transmission gear (5) is relatively rotatably arranged in the middle of the transmission shaft (2);
the meshing sleeve (32) is circumferentially limited and arranged on the transmission shaft (2), and is driven to axially move by the shifting fork assembly (31) to rotate together with the transmission gear (5);
the transmission sleeve (6) is circumferentially limited and sleeved at one end of the transmission shaft (2) and is connected with the rear output device.
2. A final drive-mounted uncoupling device according to claim 1, characterized in that the transmission gear (5) is provided with a first end face tooth (51) close to the sleeve (32);
the end side of the meshing sleeve (32) is provided with a second end face tooth matched with the first end face tooth (51).
3. A disengaging device mounted on a final drive according to claim 2, characterized in that the end surface of the transmission gear (5) close to the transmission sleeve (6) is provided with a boss (52) with an L-shaped structure, and the boss (52) is provided with the second bearing (42);
the inner side of the end face of the transmission gear (5) close to the shifting fork assembly (31) is connected with a shaft shoulder of the transmission shaft (2) through a first bearing (41).
4. A final drive-mounted disconnect device according to claim 3, characterized in that both the first bearing (41) and the second bearing (42) are thrust bearings.
5. A final drive mounted disconnect device according to any of claims 1 to 4, characterized in that the drive sleeve (6) is provided with key ways (61) on the inside at both ends, which are connected with the drive shaft (2) and the input shaft of the rear output device by matching splines, respectively.
6. A final drive-mounted uncoupling device according to claim 5, characterized in that the driving sleeve (6) is fitted with a washer with interference close to one end of the driving gear (5).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222855899.8U CN218718647U (en) | 2022-10-28 | 2022-10-28 | Disengaging gear mounted on main speed reducer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202222855899.8U CN218718647U (en) | 2022-10-28 | 2022-10-28 | Disengaging gear mounted on main speed reducer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN218718647U true CN218718647U (en) | 2023-03-24 |
Family
ID=85593231
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202222855899.8U Active CN218718647U (en) | 2022-10-28 | 2022-10-28 | Disengaging gear mounted on main speed reducer |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN218718647U (en) |
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2022
- 2022-10-28 CN CN202222855899.8U patent/CN218718647U/en active Active
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