RU2611856C1 - Drive-through axle (versions) - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: in the first design version the drive-through axle comprises the primary main gear (1) with a driving gear (2) and a driven gear (3), installed on bearing supports (4, 5) in a case (6), and also a differential (8) compensating case (7) and shaft axles (9, 10). It is equipped with an additional main gear (11). In the case (12) coaxially to the driven gear (3) of the primary main gear (1) there is a geared wheel (13) installed driven from the differential (8) compensating case (7) of the primary main gear (1). Gear rims (14, 15) of the specified wheels are pointed towards each other. The geared wheel (13) of the additional main gear (11) is installed on the case (16), through which the shaft axle (10) stretches. Primary (7) and additional (16) differential compensating cases of the main gears (1, 11) are connected by a coupling (17) with the possibility of opening. Axes (18, 19) of gears (2, 20) of the primary and additional main gears (1, 11) are parallel. Depending on location of driven units and assemblies, and also layout considerations of the gear (2, 20) of the primary and additional main gears may be multidirectional and codirectional. Cases (6, 12) of the main gears are connected with a shell (21) and fixed by a permanent joint, for instance, rivet welds (22).

EFFECT: simplified manufacturing of a drive-through axle.

21 cl, 7 dwg

Description

The technical solution relates to vehicles, primarily to the location or installation of their transmissions, characterized by the location or type of gears for driving wheels located one after the other and, in particular, to drive axles with differential transmission of multi-axle vehicles.

Such drive axles are used on off-road vehicles to provide drive for subsequent axles and / or additional units, which improves their functionality in various driving conditions.

Driving bridges containing two or more conical pairs have long been known.

So, GB 1210617 A presents the final drive with two pinion gears, each of which drives its own driven wheel, located on the left and right axles. The differential in this design is made on the drive gear, from the housing of which the second gear is driven.

In the front driving axles of MTZ-80 tractors (see, pages 101 and 107, MTZ-80 and MTZ-82 tractors. M., Kolos, 1975. - 248 p.), An exploded main gear was used, the wheeled part of which was made with conic gearing, which can significantly increase the clearance and provide the necessary gear ratio.

In TATRA cars (see, p. 37, Differentials of wheeled vehicles. Under the general editorship of A.Kh. Lefarov. - M.: Mashinostroenie, 1987. - 176 p.), A scheme with swinging half shafts is widely used, in which each drive of the axles is made of a separate conical pair of gears.

To increase the reliability in the transmission of a self-propelled tracked vehicle according to SU 1273291, as well as in UA 3155, 3477 and 67437, two-line drive axles were used.

In the wheeled modification of the caterpillar tractor according to RU 2432293, a two-line drive axle with a differential is presented.

A bevel gear in accordance with EN 110439 contains a first gear with a bevel gear with a gear ratio of up to 1.5, a second gear with a bevel gear with a gear ratio of up to 4. Moreover, the gear of the second gear is mounted on a single shaft with the wheel of the first gear located on axis perpendicular to the axis of the gears of the first stage, and the gear of the first and the wheel of the second stage are coaxial.

A device for carrying out two rotational movements of the manipulator capture (see SU 527554) contains a conical differential mechanism, the satellite of which is rigidly connected to the capture, two input shafts, the first of which is kinematically connected with the differential carrier, and the second with its central gear. It is equipped with an additional conical differential, the central gears of which are rigidly connected respectively to the first and second input shafts, and the carrier is kinematically connected with the central gear of the conical differential of the mechanism.

There are technical solutions to make the bridge passable.

So, to drive the third axle, additional cardan bearings are used, placed on / in the main gear case (see, for example, US 2395108 or EP 0377130 (A1)), however, this complicates the design of the transfer case, which requires three days off shaft.

Sometimes the pinion gear is hollow to accommodate the drive shaft of the subsequent axle (see SU 818923, 1017525; US 2699075 and US 20060272866 or WO 2005047044).

The most commonly used combination of cylindrical and bevel gear pairs (see, for example, US 2033246, 2914128, 3000456, 3441106, 4050534 and US 20100248888, as well as CN 87108281 (A), DE 9410105, ES 2121911 (T3), FR 2311961 (A1 ) and ZA 200304932 (A)).

The main drive gear in accordance with RU 57209 contains a crankcase and a gearbox cover, an additional housing, a bevel pinion gear, a spur pinion gear integral with the bevel gear ring of the middle axle drive, a drive shaft, an interaxle differential, a rear axle drive bevel gear mounted in the crankcase gearbox.

The main main gear in accordance with RU 65826 and RU 72178 is more rationally made. The main main gear in accordance with RU 2171186, 2345910, 2353530, 2472646 and 2550096 are similarly made.

In artisanal conditions, to equip a vehicle with a 4 × 4 wheel formula with an additional (third) drive axle, a bypass reducer located on the main transmission crankcase is used (see, for example, the design of USA 6 × 6 http://rock-crawling.ru/ shop_rockcrawling / mag_10 / d420 / or remaking a Land Rover 110 car http://forum.lro.com/viewtopic.php?f=18&t=89595, and http://lunohoda.net/forum/viewtopic.php?t=1432 )

A more detailed similar design is developed in US 5950750 and AT 409613 (B).

Known dual-threaded drive axle drive vehicle propulsion according to RU 2385432. It contains the main main gear with gear and wheel mounted on bearing bearings in the crankcase, as well as a differential box and axle shaft. The driven gear is mounted on the differential carrier, and the hub of each sun gear is mounted movably in the cylindrical hole of the carrier body along the axis of rotation and is connected by splines to the drive axis of the propeller, and the driven gear of the second main transmission is connected to the splines of one of the axles. This embodiment of the double-threaded drive axle helps to increase its compactness, but does not allow using it as a passage for driving the subsequent bridge, because the hub of the driven gear of the second main gear is mounted movably in the same hole of the carrier in which the sun gear is installed, but on the other side of this hole, and the driven gears of both main gears are supported by the same pair of rolling bearings as the carrier, and one of They are installed in a partition fixed between the connecting flanges of the half beams of the bridge body.

Despite the numerous technical solutions cited, the combination of their features when used does not allow to simplify the manufacture of a walk-through bridge in conditions of small-scale production while increasing its reliability.

The problem to which this technical solution and the technical result achieved is aimed at simplifying the manufacture of a walk-through bridge in small-scale production with an increase in its reliability.

The simplification of the manufacture of the passage bridge in small-scale production with an increase in its reliability is ensured by the uniform implementation of gears and their rational placement.

To this end, in the first embodiment, the drive axle, containing the main final drive with a pinion gear and a driven wheel mounted on the bearings in the crankcase, as well as a differential and semi-axle box, is equipped with an additional main gear, in the crankcase of which a gear is installed coaxially with the driven main gear wheel a wheel driven from the differential box of the main final drive, while the gear rims of these wheels are directed to each other.

The same contributes to the fact that the gear of the additional main gear is mounted on the box through which the axle shaft passes.

The coupling with the possibility of opening the main and additional gearboxes of the differentials of the main gears helps to simplify the manufacture of the passage bridge.

The parallelism of the axes of the gears of the main and additional main gears increases reliability and simplifies manufacturing.

The fact that the gears of the main and additional main gears are multidirectional also contributes to the achievement of the technical result.

The fact that the gears of the main and additional main gears are co-directional serves the same. The direction of the gears of the main and additional main gears, as well as the angle between their longitudinal axes, is selected on the basis of layout considerations, depending on the location of driven units and assemblies.

The casing of the main gear case casing simplifies the manufacture, and their fixation by an integral connection, for example by electric rivets, increases the reliability of the structure as a whole.

Depending on the direction of the helix and other parameters of the bevel / hypoid gearing, the orientation of the gear rims of the wheels of the main and additional main gears may change. The most rational examples of their placement, in addition to the above, are presented in options 2 and 3.

So, in the second embodiment, the drive axle, containing the main final drive with a pinion gear and a driven wheel mounted on the bearings in the crankcase, as well as a differential box and a half shaft, is equipped with an additional final drive, in the crankcase of which a gear is installed coaxially with the driven main gear wheel a wheel driven from the differential box of the main final drive, while the gear rims of these wheels are oriented in one direction.

In the third embodiment, the drive axle, which contains the main final drive with a pinion gear and a driven wheel mounted on the bearings in the crankcase, as well as a differential gearbox and a semi-axle, is equipped with an additional main gear, in the crankcase of which a gear wheel is installed coaxially with the driven main gear of the main main gear, driven from the differential box of the main final drive, while the gear rims of these wheels are directed from each other.

Depicted on:

FIG. 1 - Passing bridge (version 1.1);

FIG. 2 - Passing bridge (version 1.2);

FIG. 3 - Passing bridge (version 2.1);

FIG. 4 - Passing bridge (version 2.2);

FIG. 5 - Passing bridge (version 3.1);

FIG. 6 - Passing bridge (version 3.2);

FIG. 7 - Passing bridge (view 3/4).

In the first embodiment, the drive axle contains the main main gear 1 (Fig. 1) with the pinion gear 2 and the driven wheel 3 mounted on the bearing bearings 4, 5 in the crankcase 6, as well as the gearbox 7 of the differential 8 and the axle shaft 9, 10. It is equipped additional main gear 11, in the crankcase 12 which is aligned with the driven wheel 3 of the main main gear 1, a gear 13 is driven from the gearbox 7 of the differential 8 of the main main gear 1, while the gear rims 14, 15 of these wheels are directed to each other. The gear wheel 13 of the additional main gear 11 is mounted on the box 16, through which the axle shaft 10 passes. The main 7 and additional 16 differential boxes of the main gears 1, 11 are connected by a clutch 17 with the possibility of opening. The axis 18, 19 of the gears 2, 20 (Fig. 2) of the main and additional main gears 1, 11 are parallel. Depending on the location of the driven units and assemblies, as well as the layout considerations, the gears 2.20 of the main and additional main gears 1, 11 can be either multidirectional (see Fig. 1) or co-directed (see Fig. 2). The crankcases 6, 12 of the main gears 1, 11 are connected by a ferrule 21 (Fig. 7) and are fixed by an integral connection, for example, by electric rivets 22.

The passage bridge in the second embodiment contains the main main gear 1 with the pinion gear 2 and the driven wheel 3 mounted on the bearing bearings 4, 5 in the crankcase 6, as well as the gearbox 7 of the differential 8 and the axle shaft 9, 10. It is equipped with an additional main gear 11, in a case 12 of which a gear wheel 13 is mounted coaxially with the driven wheel 3 of the main main gear 1, driven from the gearbox 7 of the differential 8 of the main main gear 1, while the gear rims 14, 15 of these wheels are oriented in one direction (see Fig. 3 and 4) .

The passage bridge in the third embodiment contains the main main gear 1 with the pinion gear 2 and the driven wheel 3 mounted on the bearing bearings 4, 5 in the crankcase 6, as well as the gearbox 7 of the differential 8 and the axle shaft 9, 10. It is equipped with an additional main gear 11, in a case 12 of which a gear 13 is mounted coaxially with the driven wheel 3 of the main main gear 1, driven from the gearbox 7 of the differential 8 of the main main gear 1, while the gears 14, 15 of these wheels are directed from each other (see Fig. 5 and 6).

The passage bridge operates as follows.

The torque supplied to the drive gear 2 of the main main gear 1 (Fig. 1) through the driven wheel 3 mounted on the bearing bearings 4, 5 in the crankcase 6 is transmitted to the differential box 7. Then the differential 8 distributes the torque between the axle shafts 9, 10.

The gear drive 13 of the additional main gear 11, installed in the crankcase 12 coaxially to the driven wheel 3 on the box 16, is made from the box 7 of the differential 8 of the main main gear 1. The main 7 and additional 16 differential boxes of the main gears 1, 11 are connected by a clutch 17 with the possibility of opening . When this axis 10 passes through the box 16.

Further, from the gear wheel 13, the torque is transmitted to the gear 20, which provides the drive of an additional axle, or auxiliary units, such as a water jet, propeller, utility or agricultural equipment, winch.

Depending on the location of the driven units and assemblies, as well as the layout considerations, the gears 2, 20 of the main and additional main gears 1, 11 can be either multidirectional (see Fig. 1) or co-directed (see Fig. 2).

Reliability of the design ensures the connection of the crankcases 6, 12 of the main gears 1, 11 with a cage 21 (Fig. 7) and their fixation by an integral connection, for example, with electric rivets 22.

Claims (21)

1. A drive axle containing a main final drive with a pinion gear and a driven wheel mounted on bearing bearings in the crankcase, as well as a differential box and a half shaft, characterized in that it is equipped with an additional final drive, in the crankcase of which it is installed coaxially with the main wheel of the main final drive a gear driven from the differential box of the main final drive, while the gear rims of these wheels are directed to each other. 2. The bridge according to claim 1, characterized in that the gear of the additional main gear is mounted on the box through which the axle shaft passes. 3. The bridge according to claim 1, characterized in that the main and additional gearboxes of the differentials of the main gears are connected by a clutch with the possibility of opening. 4. The bridge according to claim 1, characterized in that the axis of the gears of the main and additional main gears are parallel. 5. The bridge according to claim 1, characterized in that the gears of the main and additional main gears are multidirectional. 6. The bridge according to claim 1, characterized in that the gears of the main and secondary main gears are aligned. 7. The bridge according to claim 1, characterized in that the crankcases of the main gears are caged and fixed with an integral connection, for example, with electric rivets. 8. A drive axle containing a main final drive with a pinion gear and a driven wheel mounted on bearing bearings in the crankcase, as well as a differential box and a semi-axle, characterized in that it is equipped with an additional final drive, in the crankcase of which is aligned with the main wheel of the main final drive a gear driven from the differential box of the main final drive, while the gear rims of these wheels are oriented in one direction. 9. The bridge according to claim 8, characterized in that the gear wheel of the additional main gear is mounted on the box through which the axle shaft passes. 10. The bridge according to claim 8, characterized in that the main and additional gearboxes of the differentials of the main gears are connected by a clutch with the possibility of opening. 11. The bridge according to claim 8, characterized in that the axis of the gears of the main and additional main gears are parallel. 12. The bridge according to claim 8, characterized in that the gears of the main and additional main gears are multidirectional. 13. The bridge according to claim 8, characterized in that the gears of the main and additional main gears are aligned. 14. The bridge according to claim 8, characterized in that the crankcases of the main gears are caged and fixed with an integral connection, for example, with electric rivets. 15. A drive axle containing a main final drive with a pinion gear and a driven wheel mounted on bearing bearings in the crankcase, as well as a differential box and a semi-axle, characterized in that it is equipped with an additional final drive, in the crankcase of which it is installed coaxially with the driven wheel of the main final drive a gear wheel driven from the differential box of the main final drive, while the gear rims of these wheels are directed from each other. 16. The bridge according to claim 15, characterized in that the gear of the additional main gear is mounted on the box through which the axle shaft passes. 17. The bridge according to claim 15, characterized in that the main and additional gearboxes of the differentials of the main gears are connected by a clutch with the possibility of opening. 18. The bridge according to claim 15, characterized in that the axis of the gears of the main and additional main gears are parallel. 19. The bridge according to claim 15, characterized in that the gears of the main and additional main gears are multidirectional. 20. The bridge according to claim 15, characterized in that the gears of the main and additional main gears are aligned. 21. The bridge according to Claim 15, characterized in that the main gear cases are secured by a ferrule and fixed by an integral connection, for example, by electrical rivets.

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