CN220337449U - Novel power takeoff engagement gear-engaging device - Google Patents

Abstract

The application relates to a novel power takeoff engagement gear-shifting device, and belongs to the technical field of power takeoff equipment; the automatic transmission comprises a transfer case body, an output shaft, an input shaft, a gear engaging sleeve assembly and a driving assembly; the output shaft and the input shaft are both in rotary connection with the transfer case body, and the output shaft and the input shaft are coaxially distributed; the gear engaging sleeve assembly comprises a gear engaging sleeve, an elastic element and an engaging tooth sleeve, wherein the engaging tooth sleeve is sleeved on the output shaft, the engaging tooth sleeve axially moves along the output shaft and can drive the output shaft to synchronously rotate, the elastic element is sleeved on the engaging tooth sleeve, the gear engaging sleeve is sleeved on the outer side of the elastic element, the engaging tooth sleeve is driven to move when the gear engaging sleeve moves, and when the gear engaging sleeve and the engaging tooth sleeve axially relatively move, the elastic element is extruded to elastically deform; the input shaft and the joint gear sleeve are respectively provided with end face teeth at opposite ends; the driving assembly is used for driving the gear sleeve to move and driving the input shaft to be meshed with or separated from the end face teeth of the joint gear sleeve; the power takeoff switching device has the effects of realizing smooth switching of the power takeoff and reducing abrasion of parts.

Description

Novel power takeoff engagement gear-engaging device

Technical Field

The utility model relates to the technical field of power takeoff equipment, in particular to a novel power takeoff engagement gear-engaging device.

Background

The automobile crane is one kind of crane installed on common automobile chassis or special automobile chassis, and has excellent mobility and fast transfer, and the chassis performance similar to that of truck accords with the requirement of highway vehicle and is allowed to run on common road.

The all-terrain crane is an upgrade version of the automobile crane, has higher performance, is suitable for a wider road surface for running, and is generally driven by multiple bridges and steered by multiple bridges. The transfer case for the chassis is required to be configured for the multi-axle driving vehicle, and has the main functions of transmitting the driving force from the engine to the gearbox, enabling the driving force to enter the transfer case, then enabling the driving force to pass through a low-gear multi-stage gear for speed reduction and torque increase or high-gear speed increase, and finally outputting the driving force through front and rear output shafts of the transfer case to provide power for front and rear drive axles of the chassis so as to realize simultaneous driving of the front and rear axles of the crane; in addition, other power output ends can be additionally arranged on the transfer case to provide power for other devices.

Transfer cases adopted by domestic crane chassis are mostly four-shaft transmission structures. At present, a novel single-shot driving technology is adopted by a crane, and a loading operation engine is canceled, so that chassis engine power is required to be transmitted to the loading operation engine for running of various mechanisms. Due to the limitation of the arrangement of the whole machine, the common solutions of engineering machinery are as follows: and a power taking mechanism is added on the transfer case to transfer the power of the engine from the chassis to the upper oil pump device.

The power take-off mechanism of the transfer case for the chassis, which is applied to the existing automobile crane, is normally open type control, and when the power operation is required to be acquired by the getting-on of the automobile, the gear shifting mechanism is operated to enable the power take-off mechanism to be closed and intervened; when the chassis runs, the gear shifting mechanism is operated to ensure that the power taking mechanism is in a power disconnection state. The automobile crane is mainly used for loading and hoisting, the loading operation time occupies 80% of the whole vehicle use time, so that the working condition of the transfer case power take-off mechanism is frequently applied, the working time is long, and the working reliability of the power take-off mechanism is extremely important. When the power take-off is in power engagement, the end face teeth of the output shaft of the power take-off are opposite to and touch with the end face teeth of the power input shaft, the end face teeth cannot be normally meshed, the power take-off cylinder piston stops in the middle stroke and is blocked, the power take-off gear is not in engagement, the power input shaft rotates at a higher speed, abnormal and serious abrasion of the end face teeth of the power take-off occurs, and the whole power take-off is in ablation failure.

Disclosure of Invention

The utility model provides a novel power takeoff engagement gear-shifting device.

The technical scheme adopted for solving the technical problems is as follows: the novel power takeoff engagement gear-engaging device comprises a transfer case body, an output shaft, an input shaft, a gear-engaging sleeve assembly and a driving assembly;

the output shaft and the input shaft are both in rotary connection with the transfer case body and are coaxially distributed;

the gear engaging sleeve assembly comprises a gear engaging sleeve, an elastic element and an engaging tooth sleeve, wherein the engaging tooth sleeve is sleeved on the output shaft, the engaging tooth sleeve axially moves along the output shaft and can drive the output shaft to synchronously rotate, the elastic element is sleeved on the engaging tooth sleeve, the gear engaging sleeve is sleeved on the outer side of the elastic element, the engaging tooth sleeve is driven to move when the gear engaging sleeve moves, and when axial relative displacement occurs between the gear engaging sleeve and the engaging tooth sleeve, the elastic element is extruded to elastically deform;

the input shaft and the joint gear sleeve are respectively provided with end face teeth at opposite ends;

the driving assembly is used for driving the gear sleeve to move between a first position and a second position, when the gear sleeve is positioned at the first position, the input shaft is meshed with end face teeth of the engagement tooth sleeve, and when the gear sleeve is positioned at the second position, the input shaft is separated from the engagement tooth sleeve.

The gear sleeve and the joint gear sleeve are respectively provided with a first limiting part and a second limiting part, the elastic element is positioned between the first limiting part and the second limiting part, and the joint gear sleeve is provided with a limiting unit for propping against the first limiting part.

The first limiting part comprises a first shaft shoulder which is arranged on the inner peripheral wall of the gear sleeve and props against the joint tooth sleeve.

The first shaft shoulder and the gear sleeve are integrally formed.

The second limiting part comprises a second shoulder which is arranged at one end, close to the input shaft, of the outer peripheral wall of the joint gear sleeve and abuts against the inner peripheral wall of the gear sleeve.

The second shoulder and the joint gear sleeve are integrally formed.

The limiting unit comprises a check ring, and an annular groove for clamping the check ring is formed in the outer peripheral wall of the joint gear sleeve.

The driving assembly comprises a cylinder shell, a piston and a shifting fork, wherein the cylinder shell is connected to the box body and is communicated with the inside of the transfer case body, the piston is slidably connected to the cylinder shell, one end of the piston is connected with the shifting fork, and one end of the shifting fork, far away from the piston, is clamped on the gear sleeve.

The elastic element comprises a bellows spring.

The gear sleeve is connected with the engaging tooth sleeve through a spline.

Through the technical scheme, compared with the prior art, the utility model has the following beneficial effects:

when the input shaft collides with the tooth tops of the end face teeth of the joint tooth sleeve, the elastic element is extruded to generate elastic deformation, continuous elastic acting force is applied to the joint tooth sleeve, meanwhile, the effect of buffering and damping is achieved, when the tooth tops of the end face teeth correspond to tooth roots of the other end face teeth, the joint tooth sleeve can continuously move forward, the two end face teeth are meshed, gear joint is achieved, the possibility that the end face teeth are subjected to hard collision to generate pause and clamping stagnation is reduced, abrasion between the input shaft and the tooth tops of the two end face teeth of the joint tooth sleeve is reduced, and service life is prolonged.

Drawings

The utility model will be further described with reference to the drawings and examples.

FIG. 1 is a schematic view of the overall structure of the present utility model;

FIG. 2 is a schematic illustration of a shift collar assembly embodying the present utility model;

FIG. 3 is a schematic representation of the present utility model for embodying engagement of a tooth sleeve with an input shaft face tooth;

FIG. 4 is a schematic representation of the present utility model for embodying a first shoulder and a second shoulder.

In the figure: 1. a cylinder housing; 2. a piston; 3. a shifting fork; 4. a gear engaging sleeve assembly; 4-1, a gear sleeve is hung; 4-1-1, a first shaft shoulder; 4-2, an elastic element; 4-3, check ring; 4-4, jointing the tooth sleeve; 4-4-1, a second shoulder; 4-4-2, ring groove; 5. an output shaft; 6. an input shaft; 7. transfer case.

Detailed Description

The utility model will now be described in further detail with reference to the accompanying drawings. In the description of the present application, it should be understood that the terms "left," "right," "upper," "lower," and the like indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings, and are merely for convenience in describing the present utility model and simplifying the description, rather than indicating or implying that the apparatus or element being referred to must have a specific orientation, be configured and operated in a specific orientation, and that "first," "second," etc. do not represent the importance of the components and therefore should not be construed as limiting the present utility model. The specific dimensions adopted in the present embodiment are only for illustrating the technical solution, and do not limit the protection scope of the present utility model.

As shown in fig. 1, 2 and 3, the novel power take-off engagement gear shifting device comprises a transfer case 7, an output shaft 5, an input shaft 6, a gear shifting engagement sleeve assembly 4 and a driving component.

As shown in fig. 2, the input shaft 6 is rotatably connected in the transfer case 7 and rotates around its own axis, the output shaft 5 is rotatably connected with the transfer case 7 and is coaxially distributed with the input shaft 6, and part of the output shaft 5 is located in the case, and the other part is located outside the case.

The gear engaging sleeve assembly 4 comprises a gear engaging sleeve 4-1, an elastic element 4-2 and an engaging tooth sleeve 4-4, wherein the engaging tooth sleeve 4-4 is arranged on the output shaft 5 in a sliding sleeve mode and is connected with the output shaft 5 through a spline, namely, the inner peripheral wall of the engaging tooth sleeve 4-4 is provided with an inner spline, the outer peripheral wall of the output shaft 5 is provided with an outer spline matched with the inner spline, the engaging tooth sleeve 4-4 can axially move along the output shaft 5, and relative rotation between the engaging tooth sleeve 4-4 and the output shaft 5 is limited by the spline.

As shown in FIG. 2, the elastic element 4-2 includes, but is not limited to, a coil spring, a belleville spring or a corrugated spring, in which the corrugated spring is preferably used as the elastic element 4-2, the corrugated spring is sleeved on the engaging tooth sleeve 4-4, the gear sleeve 4-1 is sleeved outside the elastic element 4-2, and the gear sleeve 4-1, the corrugated spring and the engaging tooth sleeve 4-4 are all coaxially distributed. The gear sleeve 4-1 and the joint gear sleeve 4-4 are respectively provided with a first limiting part and a second limiting part, the corrugated spring is positioned between the first limiting part and the second limiting part, and the joint gear sleeve 4-4 is provided with a limiting unit for propping against the first limiting part.

The input shaft 6 and the engaging tooth sleeve 4-4 are respectively provided with end face teeth at opposite ends, the output shaft 5 is provided with a first position and a second position in the axial direction, the driving assembly is used for driving the gear sleeve 4-1 to move between the first position and the second position, the engaging tooth sleeve 4-4 is driven to move when the gear sleeve 4-1 moves, when the gear sleeve 4-1 is positioned at the first position, the end face teeth of the input shaft 6 and the engaging tooth sleeve 4-4 are meshed, power transmission is realized, and when the gear sleeve 4-1 is positioned at the second position, the input shaft 6 and the gear sleeve 4-1 are separated, and the power takeoff is out of gear.

As shown in fig. 4, the first limiting portion includes a first shaft shoulder 4-1-1, the first shaft shoulder 4-1-1 is disposed on an inner peripheral wall of the gear sleeve 4-1 and abuts against the engaging tooth sleeve 4-4, and the first shaft shoulder 4-1-1 and the gear sleeve 4-1 are integrally formed.

The second limiting part comprises a second shoulder 4-4-1, the second shoulder 4-4-1 is arranged at one end, close to the input shaft 6, of the outer peripheral wall of the joint tooth sleeve 4-4 and abuts against the inner peripheral wall of the gear sleeve 4-1, and the second shoulder 4-4-1 and the joint tooth sleeve 4-4 are integrally formed. The two ends of the ripple spring are respectively propped against the first shaft shoulder 4-1-1 and the second shaft shoulder 4-4-1, the first shaft shoulder 4-1 and the second shaft shoulder 4-4-1 gear sleeve 4-1 and the joint tooth sleeve 4-4 are mutually supported, a space for accommodating the ripple spring is formed, and the ripple spring is axially limited.

As shown in fig. 4, the limiting unit comprises a retainer ring 4-3, the retainer ring 4-3 is an elastic retainer ring 4-3, a ring groove 4-4-2 is formed in one end, far away from the input shaft 6, of the joint tooth sleeve 4-4, the retainer ring 4-3 is clamped in the ring groove 4-4-2, and when the corrugated spring is in a natural state, the retainer ring 4-3 abuts against the second shaft shoulder 4-4-1 to axially limit the gear sleeve 4-1. The limiting unit can also adopt a set screw, a locking nut or a locking pin.

The gear sleeve 4-1 is driven to move when moving, and when the gear sleeve 4-1 and the gear sleeve 4-4 are axially displaced relative to each other, the corrugated spring is extruded by the first shaft shoulder 4-1 and the second shaft shoulder 4-4-1 to generate elastic deformation.

As shown in fig. 2 and 3, the driving assembly comprises a cylinder housing 1, a piston 2 and a shifting fork 3, wherein the cylinder housing 1 is connected to the box body, the cylinder housing 1 is communicated with the inside of a transfer box body 7, the piston 2 is slidably connected in the cylinder housing 1, one end of the piston 2 is vertically connected with the shifting fork 3, the shifting fork 3 is in a U shape, one end of the shifting fork 3 far away from the piston 2 is clamped on a gear sleeve 4-1, and the gear sleeve 4-1 freely rotates along with the joint gear sleeve 4-4.

When the transfer case realizes the power taking operation of getting on a vehicle, the power takeoff is engaged, the right end air inlet of the cylinder shell 1 is in air inlet, the piston 2 is pushed to move leftwards, the piston 2 pushes the shifting fork 3, the gear sleeve 4-1 drives the engaging tooth sleeve 4-4 to move leftwards, when the tooth tops of the end face teeth of the engaging tooth sleeve 4-4 correspond to the tooth roots of the end face teeth on the input shaft 6, the gear sleeve 4-1 drives the engaging tooth sleeve 4-4 to move leftwards through the corrugated spring, the end face teeth of the input shaft 6 and the engaging tooth sleeve 4-4 are engaged, gear engagement of the power takeoff is realized, the power of the input shaft 6 is transmitted to the engaging tooth sleeve 4-4, and the engaging tooth sleeve 4-4 drives the output shaft 5 to rotate.

When the tooth tops of the end face teeth of the engaging tooth sleeve 4-4 and the tooth roots of the end face teeth on the input shaft 6 are not corresponding, namely, the tooth tops of the two end face teeth collide with each other, the corrugated spring plays a role in buffering and damping, the gear sleeve 4-1 compresses the corrugated spring, the engaging tooth sleeve 4-4 always has the elastic action of the corrugated spring at the moment, when the input shaft 6 rotates, the tooth tops of the end face teeth and the tooth roots of the end face teeth on the engaging tooth sleeve 4-4 are accurately corresponding, and the gear of the power takeoff is completely engaged under the continuous elastic action of the corrugated spring, so that power transmission is realized.

When the transfer case realizes the driving working condition of getting off, the power takeoff needs to be disconnected, namely the power of the power takeoff needs to be disconnected, the left end of the cylinder shell 1 is charged to push the piston 2 to move rightwards, the shifting fork 3 is pushed to move rightwards, the shifting fork 3 drives the gear sleeve 4-1 to move rightwards, the gear sleeve 4-1 pushes the retainer ring 4-3, the engaging tooth sleeve 4-4 moves rightwards, the end face teeth on the engaging tooth sleeve 4-4 are disengaged from the upper end face teeth of the input shaft 6, the power takeoff is realized to be out of gear, and the power takeoff is completely interrupted.

In the gear hooking process, when the tooth tops of the end face teeth of the joint gear sleeve 4-4 and the tooth tops of the end face teeth on the input shaft 6 touch, due to the buffering and damping effects of the corrugated springs, the hard collision of the two end face teeth is avoided, the direct impact on the piston 2 is reduced, the possibility that the gear of the power takeoff is not hooked in the middle of the piston 2 of the power take-off cylinder is reduced, and abrasion caused by the collision of the tooth tops is reduced.

The gear sleeve 4-1, the corrugated spring and the joint gear sleeve 4-4 are coaxial, and form axial movable connection under the action of elastic force of the corrugated spring, so that axial thrust of the corrugated spring is uniform and stable, and meanwhile, the end face teeth of the input shaft 6 are fixed in position, the end face teeth of the joint gear sleeve 4-4 can relatively displace, errors between the two parts are reduced, and the axial centering is good.

The corrugated spring is internally arranged between the gear sleeve 4-1 and the joint gear sleeve 4-4, has compact axial dimension, can be disassembled, and is convenient to assemble.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

The meaning of "and/or" as referred to in this application means that each exists alone or both.

As used herein, "connected" means either a direct connection between elements or an indirect connection between elements via other elements.

With the above-described preferred embodiments according to the present utility model as an illustration, the above-described descriptions can be used by persons skilled in the relevant art to make various changes and modifications without departing from the scope of the technical idea of the present utility model. The technical scope of the present utility model is not limited to the description, but must be determined according to the scope of claims.

Claims (10)

1. The novel power takeoff engagement gear-engaging device is characterized by comprising a transfer case body (7), an output shaft (5), an input shaft (6), a gear-engaging sleeve assembly (4) and a driving assembly;

the output shaft (5) and the input shaft (6) are both in rotary connection with the transfer case body (7), and the output shaft (5) and the input shaft (6) are coaxially distributed;

the gear engaging sleeve assembly (4) comprises a gear engaging sleeve (4-1), an elastic element (4-2) and an engaging tooth sleeve (4-4), wherein the engaging tooth sleeve (4-4) is sleeved on an output shaft (5), the engaging tooth sleeve (4-4) axially moves along the output shaft (5) and can drive the output shaft (5) to synchronously rotate, the elastic element (4-2) is sleeved on the engaging tooth sleeve (4-4), the gear engaging sleeve (4-1) is sleeved on the outer side of the elastic element (4-2), the engaging tooth sleeve (4-4) is driven to move when the gear engaging sleeve (4-1) moves, and when axial relative displacement is generated between the gear engaging sleeve (4-1) and the engaging tooth sleeve (4-4), the elastic element (4-2) is extruded to elastically deform;

the input shaft (6) and the joint gear sleeve (4-4) are provided with end face teeth at opposite ends;

the driving assembly is used for driving the gear sleeve (4-1) to move and driving the input shaft (6) to be meshed with or separated from the end face teeth of the joint gear sleeve (4-4).

2. The novel power takeoff engagement gear engaging device according to claim 1, wherein a first limiting portion and a second limiting portion are respectively arranged on the gear engaging sleeve (4-1) and the engagement gear sleeve (4-4), the elastic element (4-2) is located between the first limiting portion and the second limiting portion, and a limiting unit for propping against the first limiting portion is arranged on the engagement gear sleeve (4-4).

3. The novel power take-off engagement gear device according to claim 2, wherein the first limiting portion comprises a first shaft shoulder (4-1-1), and the first shaft shoulder (4-1-1) is arranged on the inner peripheral wall of the gear sleeve (4-1) and abuts against the engagement tooth sleeve (4-4).

4. A novel power take-off engagement gear arrangement according to claim 3, characterised in that the first shoulder (4-1-1) is integrally formed with the gear sleeve (4-1).

5. The novel power take-off engagement gear shifting device according to claim 2, wherein the second limiting portion comprises a second shoulder (4-4-1), and the second shoulder (4-4-1) is arranged at one end, close to the input shaft (6), of the outer peripheral wall of the engagement gear sleeve (4-4) and abuts against the inner peripheral wall of the gear shifting sleeve (4-1).

6. The novel power take-off engagement gear shift device as claimed in claim 5, wherein the second shoulder (4-4-1) is integrally formed with the engagement sleeve (4-4).

7. The novel power takeoff engagement gear-shifting device according to claim 2, characterized in that the limiting unit comprises a retainer ring (4-3), and the peripheral wall of the engagement gear sleeve (4-4) is provided with a ring groove (4-4-2) into which the retainer ring (4-3) is clamped.

8. The novel power takeoff engagement gear shifting device according to claim 1, characterized in that the driving assembly comprises a cylinder housing (1), a piston (2) and a shifting fork (3), wherein the cylinder housing (1) is connected to the box body and the cylinder housing (1) is communicated with the transfer case body (7), the piston (2) is slidably connected to the cylinder housing (1) and one end of the piston (2) is connected with the shifting fork (3), and one end of the shifting fork (3) away from the piston (2) is clamped on the gear shifting sleeve (4-1).

9. A new power take-off engagement gear shift device according to claim 1, characterized in that the elastic element (4-2) comprises a bellows spring.

10. The novel power take-off engagement gear shifting device according to claim 1, wherein the gear shifting sleeve (4-1) and the engagement tooth sleeve (4-4) are connected through a spline.