WO1984004281A1 - Assemblage d'essieu de vehicule - Google Patents

Assemblage d'essieu de vehicule Download PDF

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Publication number
WO1984004281A1
WO1984004281A1 PCT/US1981/000094 US8100094W WO8404281A1 WO 1984004281 A1 WO1984004281 A1 WO 1984004281A1 US 8100094 W US8100094 W US 8100094W WO 8404281 A1 WO8404281 A1 WO 8404281A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
frame
differential mechanism
axle
assembly
Prior art date
Application number
PCT/US1981/000094
Other languages
English (en)
Inventor
Young Simon A De
Charles C Gray
Original Assignee
Young Simon A De
Charles C Gray
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Young Simon A De, Charles C Gray filed Critical Young Simon A De
Priority to PCT/US1981/000094 priority Critical patent/WO1984004281A1/fr
Publication of WO1984004281A1 publication Critical patent/WO1984004281A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B11/00—Units comprising multiple wheels arranged side by side; Wheels having more than one rim or capable of carrying more than one tyre
    • B60B11/06—Wheels with more than one rim mounted on a single wheel body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/121—Power-transmission from drive shaft to hub
    • B60B35/122—Power-transmission from drive shaft to hub using gearings
    • B60B35/125—Power-transmission from drive shaft to hub using gearings of the planetary type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/16—Axle housings
    • B60B35/163—Axle housings characterised by specific shape of the housing, e.g. adaptations to give space for other vehicle elements like chassis or exhaust system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B35/00—Axle units; Parts thereof ; Arrangements for lubrication of axles
    • B60B35/12—Torque-transmitting axles
    • B60B35/18—Arrangement of bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B60K17/046—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel with planetary gearing having orbital motion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2310/00—Manufacturing methods
    • B60B2310/30—Manufacturing methods joining
    • B60B2310/302—Manufacturing methods joining by welding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2310/00—Manufacturing methods
    • B60B2310/30—Manufacturing methods joining
    • B60B2310/305—Manufacturing methods joining by screwing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2310/00—Manufacturing methods
    • B60B2310/30—Manufacturing methods joining
    • B60B2310/306—Manufacturing methods joining by clamping or wedging, e.g. by clamping inserts as joining means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/10—Metallic materials
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2360/00—Materials; Physical forms thereof
    • B60B2360/14—Physical forms of metallic parts
    • B60B2360/147—Castings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2380/00—Bearings
    • B60B2380/10—Type
    • B60B2380/14—Roller bearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/111—Weight
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/112—Costs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/113—Production or maintenance time
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B2900/00—Purpose of invention
    • B60B2900/10—Reduction of
    • B60B2900/114—Size
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/14—Trucks; Load vehicles, Busses
    • B60Y2200/142—Heavy duty trucks
    • 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 

Definitions

  • the present invention relates to off highway load hauling vehicles and more particularly to driving axle assemblies used in such vehicles.
  • Off highway load hauling vehicles such as haulers and dump trucks used in open pit mines, quarries, etc.
  • the driving axle assemblies typically include a differential mechanism connected to the propeller shaft, driving axle shafts projecting from the differential mechanism, and so-called final drive gear reductions connected between the axle shafts and the driven wheels.
  • the differential mechanism and axles are generally contained in a tubular supporting housing extending between the drive wheels.
  • the supporting housing is connected to the vehicle frame by a suspension arrangement and thus additionally forms a structural support for a substantial proportion of the vehicle weight and its payload. Additionally the supporting housing forms the structural element by which the traction and braking forces produced at the drive wheels are transmitted to the vehicle frame.
  • a more or less typical driving axle assembly employs an approximately cylindrical supporting housing having the differential mechanism supported within at a location between the drive wheels and the axle shafts extending laterally from the differential mechanism through bearing walls and seals closing the opposite ends of the supporting housing.
  • the differential mechanism is fixed to a cover plate member detachably connected to the supporting housing.
  • OMPJ shaft driving connection extends through the cover plate to the differential mechanism.
  • the differential mechanism is additionally fixed within the supporting housing by structurally strong links which react between the differential mechanism and the supporting housing to carry torque reaction forces exerted by the differen ⁇ tial mechanism.
  • Prior art axle assemblies have utilized differen ⁇ tial mechanisms designed to provide gear reductions of about 3:1 between the propeller shaft and the driving axles with the final drive gearing producing reductions of about 10:1 between the axles and the driven wheel hubs.
  • the differential mechanisms in these vehicles are commonly formed by a bevel input gear fixed with respect to the propeller shaft, a bevel ring gear meshing with the input gear and a planet gear carrier fixed to the ring gear .
  • Planet gears are supported by the carrier in mesh with side gears fixed to the respective axle shafts.
  • the gear reduction provided by the differential mechanism is produced between the input and ring gears so that the ring gear diameter is substantially larger than the input gear. This gear reduction and the large amounts of power trans ⁇ mitted by the differential mechanism have resulted in substantial reaction torques being experienced by the differential mechanisms.
  • the final drives have usually been formed by single or compound epicyclic gear sets having a central sun gear, a plurality of planet gears disposed about the sun gear and connected together by a planet carrier, and a surrounding ring gear.
  • the sun gear is usually driven by the axle shaft with drive transmitted to the wheels via either the planet gear carrier or the ring gear of one gear set. If a compound final drive is used, there may be a second complete epicyclic gear set with the output drive from the first gear set driving the wheels through the second gear set.
  • the structural support members between the differential mechanism and the housing while necessary and effective to brace the differential mechanism against movement caused by reaction torques, have tended to misalign the differential mechanism input and ring gears.
  • the axle supporting housing can experience load induced deformations causing the differential mechanism supports to shift the dif ⁇ ferential mechanism relative to the housing. This causes differential gearing misalignments and is there ⁇ fore undesirable.
  • the present invention provides a new and improved drive axle assembly for a load hauling vehicle or the like wherein the size and weight of the drive axle assembly is materially reduced compared to equivalent prior art drive axle assemblies, and repair or replace ⁇ ment of the differential mechanism is substantially simplified.
  • a new drive axle assembly wherein the differential mechanism provides a gear reduction of less than 2:1 and the final drive gear reduction is between 12 and 20 so that the differential mechanism, the support housing therefore and the axle shafts can be of relatively small size and light weight while remaining capable of transmitting adequate vehicle driving power and supporting the vehicle and payload.
  • the final drive gear reduction is provided by a compound epicyclic gear train having first and second gear sets each comprising a sun gear, a coacting planet gear assembly and a ring gear coupled to the planet gear assembly, the sun gear of the first gear set is driven from the axle shaft, the sun gear of the second set is driven from the first set ring gear and the first set planet gear assembly and second set ring gear are drivingly connected together to simultaneously produce the output drive through parallel paths.
  • the first gear set is disposed outboard of the second gear set and the sun gear and planet gear assembly are constructed and arranged to be readily removed and replaced by compatible but different gears to enable the drive axle assembly gear ratio to be altered.
  • the differential mechanisms thus need not be disturbed when changing the axle assembly gear ratio.
  • a new and improved driving axle housing assembly which is of strong yet relatively light weight construction, easily fabricated, provides for easy removal and replacement of the differential mechanism and is of relatively small size.
  • the new driving axle housing assembly can be used in conjunction with prior art differential mechanisms and final drives as well as drive train components constructed in the manner disclosed herein.
  • a preferred axle housing assembly comprises a housing frame assembly and spindle assemblies attached to and extending laterally from the housing frame.
  • the axle shafts extend from the housing frame through respective spindle assemblies to the final drives.
  • the housing frame assembly defines a differential mechanism receiving opening extending in a direction transverse to the axle shaft axes with the differential mechanism supported by the housing frame in the opening.
  • the housing frame assembly also defines a bearing support for the vehicle propeller shaft end associated with the differential mechanism.
  • the differen- tial mechanism is enclosed by a differential gear case detachably connected to the housing frame assembly in the receiving opening.
  • the gear case and differen ⁇ tial gears within it are removable as a unit from the housing frame upon withdrawal of the axles, removal of the propeller shaft driving connection and removal of connectors between the differential mechanism and housing frame assembly.
  • the construction enables relatively simplified removal and replacement of dif ⁇ ferential gearing without exposure to harmful elements.
  • the differential mechanism receiving opening is preferably oriented generally vertically with the housing frame assembly including beam-like frame sec ⁇ tions extending along the fore and aft side of the differential casing. This construction enables the vertical dimension of the axle housing adjacent the differential mechanism to be minimized, without sac ⁇ rifice of structural strength, thus increasing the ground clearance.
  • Figure 1 is a perspective view of a portion of an off-highway load hauling vehicle embodying the present invention havings parts removed and parts illustrated in cross section;
  • Figure 2 is a top plan view of a portion of the apparatus of Figure 1 having parts removed and parts illustrated in cross section;
  • Figure 3 is an elevational view seen approximately from the plane indicated by the line 3-3 of Figure 2;
  • Figure 4 is a cross sectional view seen approxi ⁇ mately from the plane indicated by the line 4-4 of 5 Figure 2; and
  • Figure 5 is a cross sectional view of part of the apparatus illustrated in Figure 1 on an enlarged scale.
  • a driving axle assembly 10 embodying the present invention is illustrated by Figure 1 of the drawings as constructed for use in an off-highway load-hauling vehicle,, only a part of which is illustrated. While the axle assembly 10 is usable with other heavy duty 5 vehicles, for the purposes of the following description the axle assembly 10 is illustrated and described as used in a rear-driven, off-highway load-dumping truck capable of transporting payloads of at least 120 tons and having an internal combustion engine and a change ⁇ gear transmission for transmitting driving power to the axle assembly 10 via a propeller shaft 12.
  • the driving axle assembly 10 is constructed and arranged to transmit drive to ground engaging vehicle propelling elements, in the form of wheel assemblies 5 14, 16, respectively, support a substantial proportion of the truck weight and its payload, and to transmit the vehicle traction forces from the wheel assemblies to the vehicle frame 18, only a portion of which is illustrated.
  • the wheel assemblies 14, 16 are of suitable or conventional construction and identical and therefore only the wheel assembly 16 is described briefly in its relationship to the driving axle assembly 10.
  • the wheel assembly 16 includes a wheel body 20 rotatably supported by the axle assembly 10 via wheel bearings 21, a rim assembly 22 fixed to the wheel body 20 and
  • the driving axle assembly 10 includes a support housing assembly 30 and a drive transmission, generally indicated by reference character 32 for transmitting drive from the propeller shaft 12 to the wheel assemblies 14, 16.
  • the drive transmission 32 includes a differen- tial mechanism 34 driven from the propeller shaft 12, axle shafts 36, 38 extending oppositely from the dif ⁇ ferential mechanism 34 and final drive gear reductions 40 only one of which is illustrated in Figure 1, con ⁇ nected to the axle shafts 36, 38 remote from the dif- ferential mechanism.
  • the housing assembly 30 comprises a housing frame 50 connected to the vehicle frame 18 by a suspension system, only a part of which is illustrated, and spindle assemblies 52, 54 fixed to and extending oppositely from the housing frame 50.
  • the spindle assemblies support the wheel assemblies 14, 16 remote from the housing frame 50.
  • the housing frame 50 extends about the differential mechanism 34 and defines a differential mechanism receiving opening 56 extending through it in a direction transverse to the direction of extent of the axle shafts 36, 38.
  • the housing frame 50 is connected to the vehicle frame via a suspension system for bearing vehicle weight and and for transmitting traction and braking forces from the wheel assemblies to the vehicle frame.
  • a yoke 60 is fixed to the forward side of the housing frame 50 and extends forwardly and upwardly to the vehicle frame 18.
  • the yoke is connected to the vehicle frame by a ball joint 62 of conventional construction.
  • the yoke 60 transmits substantially all of the tractive 5 and braking forces to the vehicle frame via the ball joint 62.
  • the ball joint 62 enables limited universal movement of the driving axle assembly 10 relative to the vehicle frame 18. Substantially all of the vertical forces transmitted between the vehicle frame and the
  • housing frame 50 are borne by a pair of ride struts, not shown, whose upper ends are connected to the vehicle frame and lower ends are connected, respectively, to laterally spaced knuckles 64 projecting rearwardly from the housing frame 50 (see Figure 2) .
  • the housing frame 50 is preferably formed by a weldment comprising cast lateral frame sections 70, 72 and tubular box beam sections 74, 76 extending between the frame sections 70, 72 along the fore and aft sides, respectively, of the differential mechanism
  • the tubular box beam frame sections are each formed by spaced vertically oriented plate ⁇ like webs 80, 82 and horizontally oriented plate-like flanges 84, 86 welded between the upper and lower edges of the web plates.
  • the lateral frame sections 70, 72 are preferably constructed and arranged for providing a generally cylindrical spindle assembly receiving section 88, and providing a smooth, strong transition to rectangular cross sectional configuration where the lateral frame 5 section 70, 72 are joined to the box beam sections.
  • a generally cylindrical spindle assembly receiving section 88 and providing a smooth, strong transition to rectangular cross sectional configuration where the lateral frame 5 section 70, 72 are joined to the box beam sections.
  • OMPI rectangular cross section ends of the frame sections 70, 72 form end portions which are telescopically fitted into the adjacent open end of the respective box beam sections 74, 76 and the sections 70, 72 and 5 74, 76 are welded together at their junctures.
  • the yoke 60 is integrally formed with a cast cylindrical bearing housing 90 which is fitted in a conforming opening in the forward box beam section 74.
  • the propeller shaft drive is transmitted to the 0 differential 34 through the bearing housing 90.
  • the bearing housing 90 is preferably welded in place to the beam section 74.
  • the cast lateral frame sections 70, 72 and the box beam sections 74, 5 76 are all tubular so that the weight of the housing frame 50 is minimized.
  • the wall thickness of the lateral frame section castings and the plates forming the box beam sections are sufficiently great that the assembled housing frame 50 is enormously strong and 0 rigid.
  • the differential receiving opening 56 is formed by the generally vertically, oriented web plates 80, 82 and corresponding walls of the cast lateral frame sections 70, 72 so the opening 56 is generally ver ⁇ tically oriented.
  • the housing frame 50 provide extremely great resistance to deformation from vertically imposed load forces and thus the vertical dimension of the housing frame 50 can be maintained relatively small to insure sub ⁇ stantial ground clearance beneath the axle assembly
  • the spindle assemblies 52, 54 are both cast, generally cylindric tubular members which are welded in place to the lateral frame sections 70, 72 respec ⁇ tively. As is best seen in Figure 2, the frame sec-
  • 35 tions 70, 72 are formed with axially spaced locating, or guide faces 100, 102 which are preferably cylindri- cal, turned faces which mate with conforming guide faces 104, 106 formed on the respective spindle assemblies.
  • the guide faces are closely toleranced so that when the respective guide faces of a spindle assembly and frame section are engaged, the spindle assembly is precisely aligned with the housing frame 50.
  • the junctures of each spindle assembly and associated frame section are welded together to complete the assembly of the axle housing 30. This method of construction avoids costly fixturing of the parts for welding which would otherwise be necessary in order to fabricate the axle housing as ⁇ sembly.
  • the spindle assembly 54 includes an axle shaft support ⁇ ing hub structure 110 surrounded by the guide face 106 and supported by a series of cast webs 112 project- ing into the frame section 72.
  • a bearing and seal, not shown, are disposed within the axle supporting hub 110.
  • the external surfaces of the spindle assembly include a wheel brake section, generally designated by the reference character 114, a wheel bearing support- ing cylindrical section 116 and a splined end portion 120 projecting from the bearing support portion 116.
  • a generally cylindrical axle shaft housing tube 122 (only part of which is shown in Figure 5) extends between the opposite ends of the spindle assembly closely surrounding but spaced from the axle shaft.
  • Figures 1 and 5 illustrate the wheel assembly mounted on the spindle assembly as conventional.
  • the differential mechanism 34 and associated final drive gear reductions 40 are constructed and arranged so that a gear reduction from the propeller shaft 12 to the axle shafts 36, 38 of about 1.5:1 is provided by the differential mechanism 34 while a gear reduction of approximately 12:1 to 20:1 is pro ⁇ vided by the final drive gear reductions 40.
  • a gear reduction ratio of 1.56:1 between the propeller shaft and axle shafts was employed. This differential mechanism gear reduction enables the size of the dif- ferential mechanism to be reduced substantially from the size of a conventional differential mechanism providing a gear reduction of approximately 3:1 in an equivalent vehicle.
  • axle shafts 36, 38 can be smaller and lighter since they operate at higher speeds and are not required to deliver the torque which would otherwise be required of axle shafts used with a 3:1 differential mechanism. Still further, the reaction torque experienced by the differential mechanism 34 is significantly less than the reaction torque would otherwise be with a conventional higher ratio reduction.
  • the differential mechanism 34 includes differential gearing 130 and a gear case assembly 132 enclosing the differential gearing.
  • Drive is introduced into the differential mechanism 34 by an input shaft and bevel gear 134 which runs in mesh with a bevel ring gear 136.
  • the bevel gear diameters are related to provide the desired gear reduction and thus the bevel gear 136 is not substantially larger than the input gear.
  • the ring gear 136 directly drives a planet gear carrier 140 which rotatably supports a plurality of internal bevel planet gears rotatable about axes extending perpendicular to the rotation axis of the planet gear carrier.
  • the planet gears each mesh with bevel side gears splined to the inner ends of the axle shafts 36, 38.
  • the arrangement of planet gears, side gears and the axle shafts is conventional so these components ' are not illustrated.
  • the propeller shaft drive is transmitted from the input shaft and bevel gear 134 through the ring gear 136 and planet carrier 140 and equally to the side gears carried by the axle shafts. Equal power is thus supplied to the wheel assemblies 14, 16.
  • the drive continues to be supplied to the wheel assemblies 14, 16; however, the planet carrier 140 rotates relative to both axle shaft side gears enabling the wheel assemblies to rotate at dif ⁇ ferent speeds and permitting the vehicle to corner without skidding the tires of either wheel assembly.
  • the differential gear case 132 completely encloses the differential mechanism gearing and supports bearings for the input shaft and gear 134 and the planet gear carrier 140.
  • the preferred gear case 132 is formed from several cast metal casing members which are assembled with screws.
  • Axle sleeves 142 extend from opposite lateral ends of the gear case assembly to the adjacent laterally inner ends of the spindle as ⁇ semblies.
  • the axle sleeves surround and protect the axle shafts, and are screwed in place to the gear case 132 at one end.
  • the opposite ends are clamped to the respective spindle assemblies by a semi-cylin ⁇ drical keeper member 144 which is held in place by screws 146.
  • the interior of the differential gear case and axle sleeves is vented into the housing frame 50 via vent passages 148 drilled in the spindle assemblies 52, 54.
  • Venting the gear case into the frame 50 provides for a large, closed receptacle for any oil which may be expelled.
  • the differential mechanism 34 is located and supported within the housing frame 50 by a locating member 150 extending between the differential mechanism 34 and the housing frame 50.
  • the member 150 is defined by an elongated pin supported in a guide opening through the frame section 76 and projecting into a conforming socket 152 in the gear case 132.
  • the pin 150 can be slid, in the direction of its extent, into and from the socket 152 when the pin and socket are aligned.
  • the pin and socket are located relative to each other so that when the differential mechanism is properly located within the housing frame 50, i.e., correctly positioned laterally within the housing frame 50 and with the axis of the input shaft and gear 134 aligned with the propeller shaft axis, the pin 150 can be slid into the socket 152 and fixed in position in the housing frame 50 by a suitable fastener, not illustratd.
  • the pin 150 which is preferably formed by a cylindrical rod-like element, is sufficiently strong to maintain the differential mechanism position stable regardless of the torque reaction forces experienced by the gear case 132.
  • the axle shafts 36, 38 are constructed to that each can be axially withdrawn from the differential mechanism 34 through the surrounding sleeve 142 and spindle assembly.
  • the input shaft and gear 134 is detachably connected to the propeller shaft by a spline connection enabling removal of the propeller shaft drive connection.
  • the locating pin 150 is detached and withdrawn from the socket 152 and the keeper members 144 are unscrewed and removed.
  • the differential mechanism 34 and then be bodily removed from the frame 50 and lowered to the ground below the vehicle. This is accomplished with the gear case 132 intact and thus without exposing the differential gearing to harmful dirt and dust.
  • the final drive gear reductions 40 provide speed reductions between the re ⁇ spective axle shafts 36, 38 wheel assemblies 14, 16 of between about 12:1 and 20:1 so that the overall gear reduction provided by the drive transmission 32 10 ranges from about 18:1 to about 30:1.
  • the gear reduc ⁇ tions 40 are identical and therefore only one is il ⁇ lustrated and described in detail.
  • the gear reduction 40 is preferably a compound epicyclic gearing arrangement formed by first and 15 second epicyclic gear sets 160, 162 coacting to transmit drive from the axle shaft 36 to the wheel assembly 14.
  • the first gear set 160 comprises a sun gear 164 fixed to the projecting end of the axle shaft by a 20 spline connection 166, a planet gear assembly 168 including planet gears 169, only one of which is il ⁇ lustrated, a planet gear carrier 170, and a ring gear 172 surrounding the planet gears 169.
  • the planet gears 169 mesh with the sun gear and the ring gear, 25 are rotatable with respect to the carrier 170, and coact with the ring and sun gears so that the carrier itself rotates about the sun gear.
  • the preferred planet gear carrier 170 is formed by a planet gear cage 174 mounting the planet gears 30169, a drive transmitting member 176 connected between the gear cage 174 and the wheel body 20 and a circular cover plate 178 for closing the center of the planet gear cage 174.
  • the drive transmitting member 176 is detachably connected to the planet gear cage 174 and 35 to the wheel body 20 by drive transmitting screws.
  • the cover plate 178 forms a closure for the gear reduc-
  • the sun gear 164 is driven by the driving axle shaft the planet gears 169 rotate and orbit about the sun gear, driving the planet gear carier 170 and transmitting torque to the wheel body via the drive transmitting member 176.
  • the ring gear 172 is driven about the drive axle shaft axis and drive from the ring gear 172 is transmitted to the second gear set 162.
  • the second gear set 162 is formed by a sun gear 180 loosely surrounding and spaced from the axle shaft, planet gears 182 disposed about and in mesh with the sun gear 180, a planet gear carrier 184 and a ring gear 186 surrounding and in mesh with the planet gears 182.
  • the planet gears are rotatably mounted on the planet gear carrier 184 and the carrier includes a splined central hub 190 fixed to the splined projecting end of the spindle assembly 52 to fix the planet gear carrier 184 against rotation.
  • the ring gear 186 is connected to the drive transmitting member 176 via which the ring gear 186 transmits drive to the wheel assembly.
  • OMPI be required if all of the power transmitted from the axle to the wheel assembly were channeled serially through both gear sets.
  • the gearing ratio produced by the gear reductions 40 can be relatively easily changed by removing and replacing the sun and planet gears of the first gear set 160.
  • the overall ratio of the drive transmission 32 can thus be changed without requiring any changes in the differential mechanism 34.
  • the gear reduction 40 is modified by unscrewing the gear cage 174 from the drive transmitting member 176 and removing the gear cage together with the planet gears and the cover plate 178.
  • the sun gear 164 is then be slipped from the splined end of the axle shaft and replaced with a similar but different sun gear.
  • a replacement planet gear cage carrying different planet gears which mesh with both the replacement sun gear and the ring gear 172 is then inserted and screwed in place to the drive transmitting member 176.
  • the cover plate 178 is secured to the cage to complete the modification.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)

Abstract

Un assemblage d'essieu d'entraînement (10) comprend un mécanisme différentiel (34) entraînant des arbres d'essieu (36, 38), et une première et une deuxième réductions à engrenage (40) sont reliées aux arbres d'essieu en un point éloigné du mécanisme différentiel pour entraîner les assemblages de roue du véhicule (14, 16). Le différentiel et les réductions à engrenage sont maintenus par un carter de support d'assemblage d'essieu comprenant une structure de carter (50) assurant le support du mécanisme différentiel et d'un premier et d'un deuxième assemblages d'axe (52, 54) fixés sur la structure et avançant vers les réductions à engrenage respectives.
PCT/US1981/000094 1981-01-26 1981-01-26 Assemblage d'essieu de vehicule WO1984004281A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US1981/000094 WO1984004281A1 (fr) 1981-01-26 1981-01-26 Assemblage d'essieu de vehicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1981/000094 WO1984004281A1 (fr) 1981-01-26 1981-01-26 Assemblage d'essieu de vehicule

Publications (1)

Publication Number Publication Date
WO1984004281A1 true WO1984004281A1 (fr) 1984-11-08

Family

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PCT/US1981/000094 WO1984004281A1 (fr) 1981-01-26 1981-01-26 Assemblage d'essieu de vehicule

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WO (1) WO1984004281A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103692858A (zh) * 2013-12-30 2014-04-02 郑州精益达汽车零部件有限公司 电动客车用分体式桥壳及其加工方法
KR101747142B1 (ko) 2017-01-06 2017-06-14 대동기어(주) 허브 리덕션 어셈블리
WO2018224231A1 (fr) * 2016-08-25 2018-12-13 Zf Friedrichshafen Ag Tête de roue pour les volants entraînés de véhicules utilitaires
CN109849589A (zh) * 2019-03-01 2019-06-07 南京林业大学 一种具有整体式驱动后桥的电动汽车后驱结构

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2941423A (en) * 1953-07-02 1960-06-21 Gen Motors Corp Compound planetary gear drive
US3041890A (en) * 1960-04-13 1962-07-03 Dana Corp Frame type axle
US3459070A (en) * 1967-07-03 1969-08-05 Borg Warner Wheel drive mechanism
US3896895A (en) * 1972-11-16 1975-07-29 Hamburger Hochbahn Ag Axle arrangement for vehicles
US4020716A (en) * 1975-02-14 1977-05-03 Magyar Vagon- Es Gepgyar Planetary transmission wheel drive mechanism
US4158971A (en) * 1976-10-21 1979-06-26 Magyar Vagon- Es Gepgyar Planetary vehicle drives
US4158972A (en) * 1978-02-21 1979-06-26 Caterpillar Tractor Co. Ring gear positioner
US4191073A (en) * 1977-05-26 1980-03-04 Caterpillar Tractor Co. Drive assembly having an improved sun gear mounting

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2941423A (en) * 1953-07-02 1960-06-21 Gen Motors Corp Compound planetary gear drive
US3041890A (en) * 1960-04-13 1962-07-03 Dana Corp Frame type axle
US3459070A (en) * 1967-07-03 1969-08-05 Borg Warner Wheel drive mechanism
US3896895A (en) * 1972-11-16 1975-07-29 Hamburger Hochbahn Ag Axle arrangement for vehicles
US4020716A (en) * 1975-02-14 1977-05-03 Magyar Vagon- Es Gepgyar Planetary transmission wheel drive mechanism
US4158971A (en) * 1976-10-21 1979-06-26 Magyar Vagon- Es Gepgyar Planetary vehicle drives
US4191073A (en) * 1977-05-26 1980-03-04 Caterpillar Tractor Co. Drive assembly having an improved sun gear mounting
US4158972A (en) * 1978-02-21 1979-06-26 Caterpillar Tractor Co. Ring gear positioner

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103692858A (zh) * 2013-12-30 2014-04-02 郑州精益达汽车零部件有限公司 电动客车用分体式桥壳及其加工方法
WO2018224231A1 (fr) * 2016-08-25 2018-12-13 Zf Friedrichshafen Ag Tête de roue pour les volants entraînés de véhicules utilitaires
KR101747142B1 (ko) 2017-01-06 2017-06-14 대동기어(주) 허브 리덕션 어셈블리
CN109849589A (zh) * 2019-03-01 2019-06-07 南京林业大学 一种具有整体式驱动后桥的电动汽车后驱结构
CN109849589B (zh) * 2019-03-01 2024-01-26 南京林业大学 一种具有整体式驱动后桥的电动汽车后驱结构

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