CN220622651U - Central transmission gear positioning structure - Google Patents
Central transmission gear positioning structure Download PDFInfo
- Publication number
- CN220622651U CN220622651U CN202322227960.9U CN202322227960U CN220622651U CN 220622651 U CN220622651 U CN 220622651U CN 202322227960 U CN202322227960 U CN 202322227960U CN 220622651 U CN220622651 U CN 220622651U
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- transmission gear
- steering brake
- section
- central transmission
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 36
- 230000005489 elastic deformation Effects 0.000 claims description 3
- 238000010438 heat treatment Methods 0.000 abstract description 4
- 238000004519 manufacturing process Methods 0.000 description 7
- 229910000831 Steel Inorganic materials 0.000 description 6
- 239000010959 steel Substances 0.000 description 6
- 208000035874 Excoriation Diseases 0.000 description 3
- 238000005299 abrasion Methods 0.000 description 3
- 238000009434 installation Methods 0.000 description 3
- 238000000034 method Methods 0.000 description 3
- 230000000670 limiting effect Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 208000002697 Tooth Abrasion Diseases 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 238000005496 tempering Methods 0.000 description 1
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- Gears, Cams (AREA)
Abstract
The utility model discloses a central transmission gear positioning structure, which comprises a steering brake shaft and a central transmission gear arranged on the steering brake shaft, wherein a clamp spring groove A is formed in the central line position of a gear inner hole of the central transmission gear along the circumferential direction, a clamp spring groove B is formed in the steering brake shaft along the circumferential direction at the central line position of the steering brake shaft, the clamp spring groove A corresponds to the clamp spring groove B in position, a special-shaped retainer ring for holes is arranged in the clamp spring groove A, and the steering brake shaft is matched with the special-shaped retainer ring for holes through the clamp spring groove B to realize the axial relative positioning of the steering brake shaft; compared with the traditional structure, the steering brake shaft structure has the advantages that the main stress position is free of the clamp spring groove, the shaft diameter is larger, the risk of stress concentration in heat treatment is avoided, the strength of the steering brake shaft is greatly improved, and the risk of shaft breakage is effectively avoided.
Description
Technical Field
The utility model relates to the technical field of gear boxes, in particular to a central transmission gear positioning structure.
Background
With the continuous development, expansion and progress of agricultural machinery markets in China, the variety of agricultural machinery is rich and various, and the crawler-type vehicle chassis architecture is taken as an important branch, so that the crawler-type vehicle chassis architecture has a wide application scene. The high-quality crawler-type vehicle gearbox is an important guarantee for safe running of vehicles.
In a gearbox steering structure carried by an agricultural tracked vehicle, a central transmission gear and a steering brake shaft are the most important functional components for realizing the turning action of the vehicle.
The steering structure adopted by the mainstream agricultural crawler-type gearbox in the domestic market at present is a central transmission gear (commonly called a hot sleeve component) fixed on a steering brake shaft, and the central transmission gear and the steering gear are engaged and disengaged through a jaw structure, so that the steering brake function is realized by combining the steering gear and a steering brake.
The steering quality problem is one of the most important quality problems of the crawler type gearbox at present, and the steering quality problem is mainly based on the quality problem of a hot jacket assembly, such as abnormal tooth abrasion of a central transmission gear, broken shaft of a steering brake shaft and the like.
Aiming at the problem of jaw abrasion quality of a hot jacket assembly: we analyze the following in connection with the manufacturing process and actual use: the traditional assembly combination of the central transmission gear and the steering brake shaft needs hot sleeve interference assembly and is matched with the relative position of the fixed gear of the steel wire retainer ring, the process is complex, and if the temperature and the heating time of the steering brake shaft and the central transmission gear are not effectively controlled during the preheating treatment, the tempering phenomenon of the gear and the shaft is easily caused, the hardness of materials is reduced, and the method is one of the main reasons for early abrasion of the tooth inlays.
Aiming at the problem of broken shaft of the steering brake shaft, the fact that almost all broken shaft positions of the steering brake shaft are broken at the positions of the steel wire clamp spring grooves is found through actual statistics, and the main reason is that stress concentration is easy to occur in heat treatment due to the fact that the diameters of the clamp spring grooves are small, in addition, when the steering brake shaft is in steering operation, the positions of the clamp spring grooves are main stress points, and therefore the broken shaft positions are broken at the positions under heavy-load working conditions.
Disclosure of Invention
In order to fundamentally solve the problems, the utility model provides a novel central transmission gear positioning structure.
The technical scheme of the utility model is as follows:
the utility model provides a central transmission gear location structure, includes steering brake axle and sets up the central transmission gear on steering brake axle, the gear hole central line position of central transmission gear has a jump ring groove A along circumference processing, steering brake axle has a jump ring groove B along circumference processing in its central line position, just jump ring groove A and jump ring groove B position are corresponding, be equipped with hole in the jump ring groove A and use special-shaped retaining ring, steering brake axle passes through jump ring groove B and hole and uses special-shaped retaining ring cooperation, realizes carrying out axial relative positioning to steering brake axle.
Further, the cross section of the special-shaped retainer ring for the hole is circular, and the outline of the special-shaped retainer ring for the hole is polygonal and circular arc; the upper part of the special-shaped retainer ring for the hole is provided with an opening, so that the shrinkage during elastic deformation is ensured.
Further, the special-shaped retainer ring for the hole comprises a bottom straight line section, a lower arc section, a middle direct section, an upper arc section and a top opening section, wherein the bottom straight line section corresponds to the top opening section in position, the lower arc section is arranged on two sides of the bottom straight line section, the upper arc section is arranged on two sides of the top opening section, and the lower arc section is connected with the upper arc section through the middle direct section.
Furthermore, chamfers A and B are respectively arranged at the orifice positions at two sides of the inner hole of the central transmission gear.
Furthermore, a guide angle A and a guide angle B are respectively arranged on the steering brake shaft at the two sides of the clamp spring groove B.
The beneficial effects of the utility model are as follows:
1) Compared with the traditional structure, the steering brake shaft structure has the advantages that the main stress position is free of the clamp spring groove, the shaft diameter is larger, the risk of stress concentration in heat treatment is avoided, the strength of the steering brake shaft is greatly improved, and the risk of shaft breakage is effectively avoided.
2) The structure of the utility model does not need hot matching, thereby not only reducing the production cost, but also effectively avoiding the risk of insufficient hardness and easy early abrasion of the central transmission gear tooth embedding part caused by hot matching;
3) The steering brake shaft does not need to have center holes at two ends, has high production efficiency, adopts the centerless grinding process for production, effectively reduces the production cost and improves the production efficiency by several times.
Drawings
FIG. 1 is an exploded view of the present utility model;
FIG. 2 is a schematic view of the overall mounting structure of the present utility model;
FIG. 3 is a schematic view of a steering brake shaft according to the present utility model;
FIG. 4 is a schematic cross-sectional view of a central driving gear according to the present utility model;
FIG. 5 is a schematic view of a special-shaped retainer ring for holes in the utility model;
FIG. 6 is a schematic diagram of a prior art center drive gear thermal sleeve assembly;
in the figure: 101. a central transmission gear A; 102. a steel wire retainer ring for the shaft; 103. steering a brake shaft A; 201. a central drive gear; 202. a special-shaped retainer ring for holes; 2021. a top open section; 2022. an upper arc segment; 2023. a middle direct section; 2024. a lower arc segment; 2025. a bottom straight line segment; 203. a steering brake shaft; 204. a guide angle A; 205. a clamp spring groove B; 206. a guide angle B; 301. chamfering A; 302. a clamp spring groove A; 303. chamfering B.
Detailed Description
The utility model is further described below with reference to the drawings.
As shown in fig. 1-5, a center drive gear positioning structure includes: the central transmission gear 201 is provided with a snap spring groove A302 in the circumferential direction at the center line of the inner hole of the gear, and a snap spring groove B205 is also formed at the center line of the steering brake shaft 203 correspondingly, the central transmission gear 201 is sleeved on the steering brake shaft 203 through a through hole, and a special-shaped retainer ring 202 for holes is arranged in the snap spring groove and used for axially and relatively positioning the steering brake shaft 203.
The special-shaped retainer ring 202 for the hole is polygonal circular arc, an opening is formed in the upper portion of the retainer ring, shrinkage during elastic deformation is guaranteed, when the retainer ring is pushed to a shaft groove step at the central position of the steering brake shaft 203, and when the shaft diameter is enlarged, the retainer ring is expanded and slides into a groove, and then when the central transmission gear 201 is installed, the retainer ring is compressed to deform during installation on the shaft groove along a guide angle A204 or a guide angle B206, and after the retainer ring is installed in place, the retainer ring is then sprung out under the action of a steel wire and is propped against the side wall of the groove, so that an axial limiting effect is achieved.
The upper part of the special-shaped retainer ring 202 for the hole is provided with an opening, so that the special-shaped retainer ring for the hole has a contraction space. When the retainer ring is sleeved into the steering brake shaft 203, the retainer ring is propped up due to the fact that the retainer ring is in open contact with the shaft diameter, when the retainer ring is pushed to the shaft groove step 205, the shaft diameter is reduced, and the clamp spring is clamped on the groove under the action of self elasticity.
When the inner hole of the central transmission gear 201 is provided with a chamfer A301 and a chamfer B303 and pushed to a position matched with a shaft, the guide angle firstly presses the outer part of the special-shaped retainer ring 202 for the hole, and as the cross section of the retainer ring is circular and the appearance is polygonal circular arc, the retainer ring contracts inwards towards the groove, and as the inner hole groove step 302 of the central transmission gear 201 is pushed in place, the positions of the inner hole groove step and the shaft groove step correspond to each other, the special-shaped retainer ring 202 for the hole is sprung out again due to the expansion of the groove space, and then the axial limit is formed on the gear due to the characteristic of the appearance shape of the special-shaped retainer ring.
The more outwardly extending arcuate portions (arcuate segments) of the hole-forming shaped retainer ring 202 may rest against the inner hole groove step 302 and the more constricted portions (straight segments) may be secured to the shaft groove step 205. If the shape of the conventional steel wire retainer ring is adopted, the sizes of the groove and the retainer ring are relatively larger, the strength and the installation difficulty are greatly negatively influenced, the cross section of the retainer ring per se can be relatively smaller, so that materials are saved, the strength of the shaft and the gear can be ensured, the positioning is firm and reliable, and the installation is simple.
As shown in fig. 6 (prior art), in order to form a main stream central transmission gear thermal sleeve assembly structure in the market, a central transmission gear a101 is arranged on a steering brake shaft a103 through an inner hole, a groove is formed on one side of the steering brake shaft 103 through thermal sleeve interference fit, and a shaft steel wire retainer ring 102 is placed to fix the displacement of the gear.
The central transmission gear 201 and the steering brake shaft 203 are fixedly limited by the special-shaped check ring 202 through the holes in the grooves, and the difficulty in shaft processing is greatly reduced compared with that of the traditional steering brake shaft A103, so that the utility model can be used for mass production by a centerless grinder. The special shape of the special-shaped retainer ring 202 for the hole is propped against the inner hole groove step of the central transmission gear 201 and the shaft groove step 205 of the steering brake shaft 203.
The above embodiments are only preferred embodiments of the present utility model, and are not limiting to the technical solutions of the present utility model, and any technical solution that can be implemented on the basis of the above embodiments without inventive effort should be considered as falling within the scope of protection of the patent claims of the present utility model.
Claims (5)
1. The utility model provides a central transmission gear location structure, includes steering brake axle (203) and sets up central transmission gear (201) on steering brake axle (203), its characterized in that, the gear hole central line position of central transmission gear (201) is along circumference processing has a jump ring groove A (302), steering brake axle (203) have a jump ring groove B (205) in its central line position along circumference processing, just jump ring groove A (302) are corresponding with jump ring groove B (205) position, be equipped with hole in jump ring groove A (302) and use special-shaped retaining ring (202), steering brake axle (203) are through jump ring groove B (205) and hole with special-shaped retaining ring (202) cooperation, realize carrying out axial relative positioning to steering brake axle (203).
2. The positioning structure of a central transmission gear according to claim 1, wherein the cross section of the special-shaped retainer ring (202) for holes is circular, and the outline is polygonal circular arc; an opening is arranged at the upper part of the special-shaped retainer ring (202) for the hole, so that the shrinkage during elastic deformation is ensured.
3. The positioning structure of a central transmission gear according to claim 2, wherein the special-shaped retainer ring (202) for holes comprises a bottom straight line section (2025), a lower arc section (2024), a middle direct section (2023), an upper arc section (2022) and a top opening section (2021), the bottom straight line section (2025) corresponds to the top opening section (2021) in position, the lower arc section (2024) is arranged on two sides of the bottom straight line section (2025), the upper arc section (2022) is arranged on two sides of the top opening section (2021), and the lower arc section (2024) and the upper arc section (2022) are connected through the middle direct section (2023).
4. The positioning structure of the central transmission gear according to claim 1, wherein chamfers A (301) and B (303) are respectively arranged at the positions of the orifices at two sides of the inner hole of the central transmission gear (201).
5. The positioning structure of a central transmission gear according to claim 1, wherein the steering brake shaft (203) is provided with a guide angle a (204) and a guide angle B (206) respectively at two sides of the clamp spring groove B (205).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322227960.9U CN220622651U (en) | 2023-08-18 | 2023-08-18 | Central transmission gear positioning structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202322227960.9U CN220622651U (en) | 2023-08-18 | 2023-08-18 | Central transmission gear positioning structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN220622651U true CN220622651U (en) | 2024-03-19 |
Family
ID=90213484
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202322227960.9U Active CN220622651U (en) | 2023-08-18 | 2023-08-18 | Central transmission gear positioning structure |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN220622651U (en) |
-
2023
- 2023-08-18 CN CN202322227960.9U patent/CN220622651U/en active Active
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