CN219472702U - Integrated axle of commercial vehicle with two-gear speed change - Google Patents
Integrated axle of commercial vehicle with two-gear speed change Download PDFInfo
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- CN219472702U CN219472702U CN202320790558.9U CN202320790558U CN219472702U CN 219472702 U CN219472702 U CN 219472702U CN 202320790558 U CN202320790558 U CN 202320790558U CN 219472702 U CN219472702 U CN 219472702U
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- gear
- output shaft
- clutch plate
- driven gear
- gear driven
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- Y—GENERAL 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
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/86—Optimisation of rolling resistance, e.g. weight reduction
Abstract
The utility model discloses a two-gear speed-changing integrated axle of a commercial vehicle, which comprises a speed changer and a differential mechanism, wherein the speed changer adopts a dry multi-plate clutch to realize first-gear speed change and second-gear speed change; the input shaft and the output shaft are arranged in parallel, a first gear driving gear and a second gear driving gear are respectively arranged on the input shaft, and a first gear driven gear and a second gear driven gear are arranged on the output shaft; the dry multiplate clutch includes a first clutch plate and a second clutch plate disposed on an output shaft: an oil duct is arranged in the output shaft body, the first piston rod is pushed by oil pressure, the second clutch plate is combined with the first-gear driven gear, and first-gear speed change is realized by driving the output shaft to rotate by the first-gear driven gear; or the oil pressure is utilized to push the second piston rod, so that the first clutch plate is combined with the second-gear driven gear, and the second-gear speed change of driving the output shaft to rotate by the second-gear driven gear is realized. The utility model meets the requirements of power and speed under different working conditions, has compact structure and simple realization method, and has practical value.
Description
Technical Field
The utility model belongs to the field of integrated axles, and particularly relates to a two-gear speed change integrated axle which is particularly suitable for being applied to a commercial vehicle.
Background
The automobile axle is used for bearing the load of the automobile and maintaining the normal running of the automobile on a road; the speed variator is arranged to reduce the rotation speed of the main shaft of the automobile, increase the torque and change the transmission ratio of the output shaft and the input shaft in steps.
The patent application document of CN114838104A discloses a speed reducer assembly and an automobile axle, which comprises a drive bevel gear for installing a guide bearing and a driven bevel gear provided with a guide post and an annular groove, wherein the installation part of a bearing seat extends into the annular groove and is used for sleeving the guide bearing in the guide post, and the drive bevel gear is guided by the guide bearing and is used for solving the problem of insufficient arrangement space of the guide bearing; but the single-stage gear transmission is adopted, the reduction ratio is small, the function of increasing the torque cannot be well realized, the requirement of multi-gear speed change cannot be met, and the use requirement of large torque of a commercial vehicle is difficult to meet.
The existing single-stage speed reduction in the integrated axle cannot provide a multi-gear speed change function, and is difficult to adapt to a road surface with high requirement on torque change, such as a commercial vehicle with large gradient of a mountain road surface or large load; the adoption of the mode of directly outputting large torque causes torque waste in the occasions with low requirements on flat road surfaces and torque.
Disclosure of Invention
The utility model provides a two-gear speed-changing integrated axle of a commercial vehicle, which aims to avoid the defects in the prior art and meets the requirements of actual complex road surfaces.
The utility model adopts the following technical scheme for solving the technical problems:
the integrated axle of the commercial vehicle with the second gear speed change comprises a speed changer and a differential mechanism, and is characterized in that the speed changer adopts a dry multi-plate clutch to realize the first gear speed change and the second gear speed change;
the structure of the transmission is as follows: the input shaft is provided with a first gear driving gear and a second gear driving gear respectively, and a first gear driven gear and a second gear driven gear are arranged on the output shaft respectively; the output bevel gear is fixedly connected with the output shaft through key connection; the first-gear driving gear is used for meshing transmission with the first-gear driven gear, and the second-gear driving gear is used for meshing transmission with the second-gear driven gear;
the dry multiplate clutch includes a first clutch plate and a second clutch plate disposed on an output shaft, and:
positioning convex edges are arranged on the outer circumferential surface of the output shaft;
grooves are formed in the inner circumferences of the circumferential surfaces of the center holes of the second-gear driven gear and the first-gear driven gear;
outer ring convex edges are arranged on the outer circumferential surfaces of the first clutch plate and the second clutch plate and are used for being embedded with inner circumferential grooves of the first-gear driven gear and the second-gear driven gear in a one-to-one correspondence manner so as to realize corresponding connection;
inner ring grooves are formed in the inner circumferential surfaces of the first clutch plate and the second clutch plate and are respectively used for being embedded with positioning convex edges on the output shaft to realize corresponding connection;
two oil channels are arranged in the body of the output shaft, oil channel ports of the two oil channels are respectively arranged at two ends of the output shaft, the two oil channels respectively wind the inner circumference of the shaft shoulder of the output shaft, the two oil channels are respectively communicated with piston holes on the end surfaces of two sides of the shaft shoulder of the output shaft, and a first piston rod and a second piston rod are correspondingly arranged in the piston holes on the end surfaces of two sides of the shaft shoulder of the output shaft one by one; the first piston rod is propped against the end face of the second clutch plate, and the second piston rod is propped against the end face of the first clutch plate;
the first piston rod is pushed by oil pressure, so that the second clutch plate is combined with the first-gear driven gear, and first-gear speed change is realized by driving the output shaft to rotate by the first-gear driven gear;
the second piston rod is pushed by oil pressure, so that the first clutch plate is combined with the second-gear driven gear, and the second-gear speed change of driving the output shaft to rotate by the second-gear driven gear is realized.
The integrated axle for the commercial vehicle with the second gear speed change is also characterized in that: the positioning convex edges are uniformly distributed on the outer circumferential surface of the output shaft along the circumferential direction, and the same number of inner ring grooves correspondingly arranged on the first clutch plate and the second clutch plate are uniformly distributed along the circumferential direction; the inner circumferential grooves on the second-gear driven gear and the first-gear driven gear are uniformly distributed in the circumferential direction on the circumferential surface of the central hole, and the outer ring convex edges correspondingly arranged on the first clutch plate and the second clutch plate are uniformly distributed in the circumferential direction in the same quantity.
The integrated axle for the commercial vehicle with the second gear speed change is also characterized in that: the first-gear driven gear is arranged on the output shaft by using a first-gear driven gear bearing, and the second-gear driven gear is arranged on the output shaft by using a second-gear driven gear bearing.
Compared with the prior art, the utility model has the beneficial effects that:
1. compared with the traditional synchronizer gear shifting, the gear shifting device has the advantages that the gear shifting is realized by adopting the dry multi-plate clutch, the whole device can effectively change the speed, a large number of transmission parts are saved, hydraulic oil is used for driving during gear shifting, the operation is simple and convenient, the structural design is compact and reasonable, the complex design is avoided, and the overhaul and the maintenance are convenient.
2. The utility model adopts the combination of clutch gear shifting and gear shaft to complete gear shifting and speed reducing tasks, and compared with a synchronizer fork gear shifting system in a manual gearbox, the problem of long power interruption time during gear shifting of a gear shifting mechanism is avoided, and the drivability is improved; compared with a steel belt pulley type gear shifting mechanism in a continuously variable transmission, the size of the gear shifting mechanism is far smaller than that of a pulley system, and the arrangement of a speed changing device in a vehicle chassis is facilitated.
Drawings
FIG. 1 is an exploded view of a one-piece axle component of the present utility model;
FIG. 2 is an isometric view of an output shaft of an integrated axle of the present utility model;
FIG. 3 is a cross-sectional view of an output shaft of the integrated axle of the present utility model;
reference numerals in the drawings: a first gear driving gear, a 2 input shaft, a 3 second gear driving gear, a 4 left half shaft, a 5 half shaft shell, a 6 left half shaft gear, a 7 planetary gear, an 8 cross shaft, a 9 right half shaft gear, a 10 belt gear half shaft shell, a 11 right half shaft, a 12 output bevel gear, a 13 second gear driven gear, a 14 second gear driven gear bearing, a 15 first clutch plate, a 16 output shaft, 161 positioning ribs, 162 output shaft oil passages, 17 piston rods, a 18 first gear driven gear bearing, a 19 first gear driven gear, a 20 first return spring, a 21 second return spring, a 22 second piston rod, a 23 second clutch plate, a B1 first brake and a B2 second brake.
Detailed Description
The integrated axle for a commercial vehicle including a second gear shift in this embodiment includes a second gear shift and a differential.
As shown in fig. 1, the second gear transmission embodiment is as follows: the input shaft 2 and the output shaft 16 are arranged in parallel, and the first gear driving gear 1, the second gear driving gear 3 and the input shaft 2 are connected through keys to complete circumferential fixation; the first-gear driven gear 19 is mounted on the output shaft 16 by using a first-gear driven gear bearing 18, and the second-gear driven gear 13 is mounted on the output shaft 16 by using a second-gear driven gear bearing 14; the second-gear driven gear bearing 14 and the first-gear driven gear bearing 18 are needle bearings; the first gear driving gear 1 is used for meshing transmission with the first gear driven gear 19, and the second gear driving gear 3 is used for meshing transmission with the second gear driven gear 13.
As shown in fig. 1 and 2, the positioning ribs 161 are uniformly distributed on the outer circumferential surface of the output shaft 16 along the circumferential direction, the same number of inner ring grooves correspondingly arranged on the first clutch plate 15 and the second clutch plate 23 are uniformly distributed along the circumferential direction, the positioning ribs 161 are uniformly distributed along the circumferential direction, and the output shaft 16 is embedded with the first clutch plate 15 and the second clutch plate 23 through the positioning ribs 161 and the grooves of the inner rings of the clutch plates.
As shown in fig. 1 and 3, two output shaft oil channels 162 are arranged in the body of the output shaft 16, oil channel openings of the two oil channels are respectively arranged at two ends of the output shaft 16, the two oil channels respectively wind the inner circumference of a shaft shoulder of the output shaft 16, the two output shaft oil channels 162 are respectively communicated with piston holes on two side end surfaces of the shaft shoulder of the output shaft 16, and a first piston rod 17 and a second piston rod 22 are arranged in the piston holes on two side end surfaces of the shaft shoulder of the output shaft 16 in a one-to-one correspondence manner; the first piston rod 17 abuts against the end face of the second clutch plate 23, and the second piston rod 22 abuts against the end face of the first clutch plate 15.
As shown in fig. 1, the differential embodiment is as follows: the half shaft shell 5 and the half shaft shell 10 with gears are connected with bolt holes distributed on the flange through bolts, a cylindrical cavity is formed in the half shaft shell, and a differential is placed in the half shaft shell; the planetary gears 7 are mounted on a spider 8. An output bevel gear 12 as an input member of the differential, meshed with a bevel gear on the geared half-shaft housing 10; the planetary gears 7 mesh with the left and right side gears 6 and 9. When the differential is not needed, the cross shaft 8 rotates to drive the left half shaft gear 6 and the right half shaft gear 9 to rotate through the planet gears 7, and when the differential is needed, the cross shaft 8 rotates to drive the planet gears 7, the left half shaft gear 6 and the right half shaft gear 9 to rotate, wherein the planet gears 7 also rotate in the transmission process. The left half shaft 4 is fixedly connected with the left half shaft gear 6 through key connection, and the right half shaft 11 is fixedly connected with the right half shaft gear 9 through key connection.
The working principle of the second gear transmission is explained as follows:
according to the speed per hour requirement of the existing commercial vehicle and the gear shifting requirement of the vehicle by combining special road conditions, the designed gear number is shown in a table 1.
Table 1 gear tooth form
| Name of tooth number | First gear driving gear | Second gear driving gear | First gear driven gear | Second gear driven gear | Modulus of |
| Tooth number | 25 | 17 | 29 | 37 | 3 |
The actuators for each gear are shown in table 2.
TABLE 2 Shift actuator worksheet
| Gear name | First brake B1 | Second brake B2 | Ratio of transmission |
| Forward first gear | ● | ○ | 1.16 |
| Forward second gear | ○ | ● | 2.17 |
Note that: "∈" in the table indicates bonding, "≡" indicates separation;
as shown in fig. 1 and 2, during the first gear operation, the output shaft 16 pushes the first piston rod 17 at one side of the first gear driven gear 19 through the oil therein, so that the first piston rod 17 abuts against the end surface of the second clutch plate 23, the output shaft 16, the second clutch plate 23 and the first gear driven gear 19 are integrated, the first brake B1 keeps being combined, the power is transmitted from the first gear driving gear 1 to the first gear driven gear 19, the power is transmitted to the second clutch plate 23 at the low gear side, the power is further transmitted to the output shaft 16, and the power is externally output. At this time, the second-gear driven gear 13 is idle on the output shaft 16 through the second-gear driven gear bearing 14, and is in an idle state. When the second gear is shifted back, the first return spring 20 pushes the second clutch plate 23 to return to the original position, and the engagement is released.
As shown in fig. 1 and 2, during the second gear operation, the output shaft 16 pushes the second piston rod 22 at one side of the second gear driven gear 13 through the oil therein, so that the output shaft 16, the first clutch plate 15 and the second gear driven gear 13 are integrated, the second brake B2 keeps combined, the power is transmitted from the second gear driving gear 3 to the second gear driven gear 13, the power is transmitted to the second clutch plate 23, the power is further transmitted to the output shaft 16, and the power is externally output. At this time, the first-gear driven gear 19 is idle on the output shaft 16 via the first-gear driven gear bearing 18, and is in an idle state. When the first gear is shifted back, the second return spring 21 urges the first clutch plate 15 to return to the original position, and the engagement is released.
The utility model realizes the two-gear speed change function through clutch engagement, meets the power and speed requirements under different working conditions, has compact and reliable structure, simple realization method, good gear shifting performance, light weight and low cost, and has certain practical value.
Claims (3)
1. A two-speed variable commercial vehicle integral axle comprising a transmission and a differential, characterized in that: the speed changer adopts a dry multi-plate clutch to realize first gear speed change and second gear speed change;
the structure of the transmission is as follows: an input shaft (2) and an output shaft (16) are arranged in parallel, a first-gear driving gear (1) and a second-gear driving gear (3) are respectively arranged on the input shaft (2), and a first-gear driven gear (19) and a second-gear driven gear (13) are respectively arranged on the output shaft (16); the output bevel gear (12) is fixedly connected with the output shaft (16) through a key connection; the first-gear driving gear (1) is used for meshing transmission with the first-gear driven gear (19), and the second-gear driving gear (3) is used for meshing transmission with the second-gear driven gear (13);
the dry multiplate clutch includes a first clutch plate (15) and a second clutch plate (23) provided on an output shaft (16), and:
positioning ribs (161) are arranged on the outer circumferential surface of the output shaft (16);
grooves are formed in the inner circumferences of the circumferential surfaces of the center holes of the second-gear driven gear (13) and the first-gear driven gear (19);
outer ring convex edges are arranged on the outer circumferential surfaces of the first clutch plate (15) and the second clutch plate (23) and are used for being embedded with inner circumferential grooves of the first-gear driven gear (19) and the second-gear driven gear (13) in a one-to-one correspondence manner so as to realize corresponding connection;
inner ring grooves are formed in the inner circumferential surfaces of the first clutch plate (15) and the second clutch plate (23) and are respectively used for being embedded with positioning convex edges (161) on the output shaft (16) to realize corresponding connection;
two oil channels are arranged in the body of the output shaft (16), oil channel ports of the two oil channels are respectively arranged at two ends of the output shaft (16), the two oil channels respectively wind the inner circumference of a shaft shoulder of the output shaft (16), the two oil channels are respectively communicated with piston holes on two side end surfaces of the shaft shoulder of the output shaft (16), and a first piston rod (17) and a second piston rod (22) are correspondingly arranged in the piston holes on two side end surfaces of the shaft shoulder of the output shaft (16) one by one; the first piston rod (17) is abutted against the end face of the second clutch plate (23), and the second piston rod (22) is abutted against the end face of the first clutch plate (15);
the first piston rod (17) is pushed by oil pressure, so that the second clutch plate (23) is combined with the first-gear driven gear (19), and first-gear speed change is realized by the first-gear driven gear (19) to drive the output shaft (16) to rotate;
the second piston rod (22) is pushed by oil pressure, so that the first clutch plate (15) is combined with the second-gear driven gear (13), and the second-gear speed change is realized by the rotation of the output shaft (16) driven by the second-gear driven gear (13).
2. The two-speed commercial vehicle integral axle of claim 1, wherein:
the positioning convex edges (161) are uniformly distributed on the outer circumferential surface of the output shaft (16) along the circumferential direction, and the same number of inner ring grooves correspondingly arranged on the first clutch plate (15) and the second clutch plate (23) are uniformly distributed along the circumferential direction;
the inner circumferential grooves on the second-gear driven gear (13) and the first-gear driven gear (19) are uniformly distributed in the circumferential direction on the circumferential surface of the central hole, and the outer ring convex edges correspondingly arranged on the first clutch plate (15) and the second clutch plate (23) are uniformly distributed in the circumferential direction in the same number.
3. The two-speed commercial vehicle integral axle of claim 1, wherein:
the first-gear driven gear (19) is mounted on the output shaft (16) by using a first-gear driven gear bearing (18), and the second-gear driven gear (13) is mounted on the output shaft (16) by using a second-gear driven gear bearing (14).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320790558.9U CN219472702U (en) | 2023-04-11 | 2023-04-11 | Integrated axle of commercial vehicle with two-gear speed change |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320790558.9U CN219472702U (en) | 2023-04-11 | 2023-04-11 | Integrated axle of commercial vehicle with two-gear speed change |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219472702U true CN219472702U (en) | 2023-08-04 |
Family
ID=87435305
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320790558.9U Active CN219472702U (en) | 2023-04-11 | 2023-04-11 | Integrated axle of commercial vehicle with two-gear speed change |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219472702U (en) |
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2023
- 2023-04-11 CN CN202320790558.9U patent/CN219472702U/en active Active
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