A gearbox for fixed-axle wheel type mechanical on-site steering

Abstract

The present invention relates to a gearbox for fixed-axis wheel type mechanical in-situ steering, comprising a speed change mechanism fixedly arranged in the gearbox and connected in sequence, a central transmission structure, a speed reduction mechanism, a first half-shaft gear and a second half-shaft gear arranged on both sides of the gearbox, and a control mechanism, wherein the central transmission mechanism comprises a central gear, a first clutch gear and a second clutch gear, and the path of power transmission is changed by controlling the engagement and separation between the second clutch gear and the central gear; the control mechanism comprises a control shaft, a diaphragm clutch arranged on the control shaft, a first control gear and a second control gear, and the diaphragm clutch is used to control whether the second control gear keeps synchronous rotation with the first control gear, thereby changing the rotation direction of the second half-shaft gear; the present invention can avoid static friction between a crawler track on one side and the ground when the machine is turning through the gearbox structure, thereby reducing the wear of the crawler track and extending its service life.

Description

Technical Field

[0001] The invention belongs to the field of gearboxes, in particular to the field of gearboxes for fixed-axis wheel type machinery. Background Art

[0002] With the development of the times, science and technology are changing with each passing day, and farmers' operations have also shifted from the primitive method of relying on human and animal power to agricultural mechanization and intelligent methods. There are many types of agricultural vehicles on the market today, most of which are designed and developed to cope with field operation environments. According to different operation environments, the main part of the agricultural vehicle can be installed on wheels or tracks. The walking mechanism is the main functional component of the agricultural vehicle, which affects the machine's passability and operation quality. Crawler agricultural vehicles all use rubber crawler-type walking mechanisms, the core of which is the walking gearbox. Steering performance is one of the main indicators for judging the quality of the walking gearbox. At present, the steering mechanism of the gearbox of crawler agricultural vehicles adopts a hydraulic transmission method, that is, two pumps and two hydraulic motors are used for transmission. The two crawlers are connected to a hydraulic motor respectively, and the hydraulic pump is used to provide power, thereby forming a dual-flow transmission. The rotation direction of the motor is controlled by a hydraulic valve to realize the forward movement and on-the-spot steering of the vehicle. This transmission method is costly and the maintenance and maintenance of the hydraulic components are difficult. Another solution adopts a brake steering mechanism, which consists of a tooth clutch, a friction brake and an operating device, wherein the friction brake is fixedly connected to the gearbox housing to cut off the power of the single-sided tooth clutch and brake the friction brake to achieve steering. When the machine is moving straight, The tooth clutch engages and the friction brake disengages; when turning, the shift fork is operated to cut off the power of the tooth clutch on the steering side, so that the brake friction device on that side engages and the track on that side is braked and stopped. In this way, one track of the tracked agricultural vehicle moves and the other stops, thereby realizing brake steering; tracked vehicles using this gearbox have no problem walking in a straight line, but have a large turning radius when turning, and have low work efficiency when working in small fields; because one side of the track is braked and there is hard friction with the ground, it is easy to damage the field foundation; because all the power of the transmission gear is on one side when turning, the torque is large, which can easily cause the track to slip against the ground, and it is also easy to damage the field foundation, so the strength must be strengthened, that is, the module or tooth width of the gear needs to be increased to ensure the normal operation of the gear, which makes the structure larger; the vehicle has high resistance when turning, consumes a lot of power, and reduces the service life of the gearbox. Summary of the Invention

[0003] In order to solve the above problems, the present invention achieves the above objectives through the following technical solutions:

[0004] A fixed-axis wheel type mechanical on-site steering gearbox, comprising a speed change mechanism fixedly arranged in the gearbox and connected in sequence, a central transmission structure, a reduction mechanism, a first half-shaft gear and a second half-shaft gear arranged on both sides of the gearbox, and a control mechanism, the central transmission mechanism comprising a central gear, a first clutch gear and a second clutch gear respectively movably embedded on both sides of the central gear, the first clutch gear drives the first half-shaft gear to rotate through the reduction mechanism, and the second clutch gear drives the second half-shaft gear to rotate through the reduction mechanism; the control mechanism comprises a control shaft, a diaphragm clutch arranged on the control shaft, a first control gear and a second control gear respectively arranged on both sides of the diaphragm clutch, the diaphragm clutch comprising a housing, the second control gear fixedly connected to the housing, the first control gear fixedly connected to the control shaft, and the second control gear teeth movably connected to the control shaft; a steering gear is connected between the second control gear and the second half-shaft gear, the first control gear meshes with the first half-shaft gear, and the second control gear meshes with the steering gear.

[0005] As a further optimization scheme of the present invention, the speed change mechanism includes a speed change shaft and a transmission shaft arranged adjacent to each other, the speed change shaft is provided with a plurality of speed change gears, and the transmission shaft is coaxially provided with a first transmission gear and a second transmission gear, the speed change gear and the first transmission gear are meshed with each other, and the second transmission gear and the central gear are meshed with each other.

[0006] As a further optimization scheme of the present invention, the deceleration mechanism includes a first deceleration shaft and a second deceleration shaft arranged adjacent to each other, a first double gear is symmetrically provided on the first deceleration shaft, and a second double gear is symmetrically provided on the second deceleration shaft, and the first double gear and the second double gear both include large teeth and small teeth connected as one piece; the large teeth of the first double gear are engaged with the first clutch gear, the small teeth of the first double gear are engaged with the large teeth of the second double gear, and the small teeth of the second double gear are engaged with the first half-shaft gear.

[0007] As a further optimization scheme of the present invention, the diaphragm clutch includes a first diaphragm and a second diaphragm which are spaced apart from each other in the shell, a plurality of first protrusions are provided on the inner side wall of the first diaphragm, a plurality of second protrusions are provided on the outer side surface of the second diaphragm, a plurality of grooves are provided on the control shaft, and the first protrusions are embedded in the grooves; the shell is evenly distributed with embedded grooves, and the second protrusions are embedded in the embedded grooves.

[0008] The beneficial effects of the present invention are:

[0009] 1) The present invention can realize in-situ steering, thereby improving the maneuverability of the machine, reducing the idle stroke and energy consumption of the machine, and ensuring reliable operation and low energy consumption;

[0010] 2) The present invention has a compact structure and can be applied to smaller mechanical equipment. It can also achieve the effects of forward movement and in-situ steering with fewer gear structures. It is particularly suitable for small agricultural machinery and is beneficial for agricultural machinery to cultivate the land.

[0011] 3) The present invention can avoid static friction between one side of the crawler and the ground during mechanical steering through the gearbox structure, thereby reducing crawler wear and extending its service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a schematic diagram of the overall three-dimensional structure of the present invention;

[0013] Figure 2 In the present invention Figure 1 Schematic top view of

[0014] Figure 3 It is a structural schematic diagram of the speed change mechanism in the present invention;

[0015] Figure 4 It is a structural diagram of the central transmission mechanism of the present invention;

[0016] Figure 5 In the present invention Figure 4 Schematic diagram of the cross-section structure in ;

[0017] Figure 6 It is a schematic diagram of the three-dimensional structure of the speed reduction mechanism in the present invention;

[0018] Figure 7 It is a schematic diagram of the three-dimensional structure of the control mechanism in the present invention;

[0019] Figure 8 In the present invention Figure 7 Schematic diagram of the cross-section structure;

[0020] Figure 9 It is a schematic diagram of the assembly of the control mechanism of the present invention;

[0021] Figure 10 It is a structural schematic diagram of the second control gear in the present invention;

[0022] Figure 11 is a schematic structural diagram of the first diaphragm in the present invention;

[0023] Figure 12 is a schematic structural diagram of the second diaphragm in the present invention;

[0024] In the figure: 1. Speed ​​change mechanism; 11. Speed ​​change shaft; 111. Speed ​​change gear; 12. Transmission shaft; 121. First transmission gear; 122. Second transmission gear; 2. Central transmission mechanism; 21. Central gear; 22. First clutch gear; 23. Second clutch gear; 3. Reduction mechanism; 31. First reduction shaft; 311. First duplex gear; 32. Second reduction shaft; 321. Second duplex gear; 41. First half-shaft gear; 42. Second half-shaft gear; 5. Control mechanism; 51. Control shaft; 511. Groove; 52. Diaphragm clutch; 521. Housing; 53. First control gear; 54. Second control gear; 6. Steering gear; 7. First diaphragm; 71. First protrusion; 8. Second diaphragm; 81. Second protrusion; 9. Groove. DETAILED DESCRIPTION

[0025] The present application is described in further detail below in conjunction with the accompanying drawings. It is necessary to point out that the following specific implementation methods are only used to further illustrate the present application and cannot be understood as limiting the scope of protection of the present application. Technicians in this field can make some non-essential improvements and adjustments to the present application based on the above application content.

[0026] like Figures 1 to 12 The fixed-axis wheel type mechanical on-the-spot steering gearbox shown in the figure comprises a speed change mechanism 1 fixedly arranged in the gearbox, a central transmission structure 2, a reduction mechanism 3, a first side shaft gear 41 and a second side shaft gear 42 arranged on both sides of the gearbox, and a control mechanism 5.

[0027] The speed change mechanism 1 includes a speed change shaft 11 and a transmission shaft 12 arranged adjacent to each other. The speed change shaft 11 is provided with a plurality of speed change gears 111. The transmission shaft 12 is coaxially provided with a first transmission gear 121 and a second transmission gear 122. During assembly, the speed change gears 111 and the first transmission gear 121 are meshed with each other. In addition, it should be noted that a shift fork is also provided at the speed change mechanism, which is not shown in the figure. During use, the shift fork is slidably moved to mesh different speed change gears 111 on the speed change shaft 11 with the first transmission gear 121 (only one pair of gears will be meshed at the same time), thereby realizing the speed change transmission of power to the transmission gears.

[0028] The central transmission mechanism 2 includes a central gear 21, a first clutch gear 22, and a second clutch gear 23 movably embedded on both sides of the central gear 21. When assembled, the central gear 21 and the second transmission gear 122 are meshed with each other, and the first clutch gear 22 drives the rotation of the first side shaft gear 41 through the reduction mechanism 3, and the second clutch gear 23 drives the rotation of the second side shaft gear 42 through the reduction mechanism 3. When working, the second transmission gear 122 transmits power to the central gear 21. At the same time, the first clutch gear 22 and the second clutch gear 23 are both engaged with the central gear through the tooth structure. Therefore, the central gear 21 also drives the first clutch gear 22 and the second clutch gear 23 to rotate synchronously. In addition, it should be noted that a left shift fork and a right shift fork are respectively provided in the central transmission mechanism 2 near the first clutch gear 22 and the second clutch gear 23, and the left shift fork and the right shift fork respectively control the separation or engagement between the first clutch gear 22 and the second clutch gear 23 and the central gear.

[0029] The reduction mechanism 3 includes a first reduction shaft 31 and a second reduction shaft 32 arranged adjacent to each other, wherein a first duplex gear 311 is symmetrically and movably provided on the first reduction shaft 31, and a second duplex gear 321 is symmetrically and movably provided on the second reduction shaft 32. The first duplex gear 311 and the second duplex gear 321 both include a large gear and a small gear that are integrally connected. During assembly, the large gear of the first duplex gear 311 is meshed with the first clutch gear 22, the large gear of the second duplex gear is meshed with the second clutch gear 23, the small gear of the first duplex gear 311 is meshed with the large gear of the second duplex gear 321, and the small gear of the second duplex gear 321 is meshed with the first side gear 41.

[0030] The first side gear 41 and the second side gear 42 are both provided with a groove at their centers, and a power output rod can be fixedly provided at the groove to transmit power out of the gearbox through the power output rod, thereby driving the driving wheels of the wheeled machinery to rotate;

[0031] The control mechanism 5 includes a control shaft 51, a diaphragm clutch 52 provided on the control shaft 51, a first control gear 53 and a second control gear 54 respectively provided on both sides of the diaphragm clutch 52, the first control gear 53 and the control shaft 51 are fixedly connected by a key, and the second control gear 54 is movably connected to the control shaft 51, that is, the second control gear 54 can rotate freely on the control shaft and is not affected by the rotation of the control shaft; wherein, the diaphragm clutch 52 includes a housing 521, the housing 521 is provided with a through hole at the center of one side close to the first control gear, and the inner end of the through hole is provided with tooth grooves distributed in a ring array along the axis, and a gear on one side of the second control gear 54 is provided with a recessed portion. During assembly, the gear teeth of the second control gear with the recessed portion are slid into the housing along the tooth grooves of the housing 521, that is, the second control gear 54 and the housing 521 are fixedly connected; therefore, it can be obviously seen that the housing 521 and the second control gear 54 maintain synchronous rotation;

[0032] In addition, a steering gear 6 is connected between the second control gear 54 and the second side gear 42, the first control gear 53 is meshed with the first side gear 41, and the second control gear 54 is meshed with the steering gear 6; a first diaphragm 7 and a second diaphragm 8 are spaced apart from each other in the housing 521 of the diaphragm clutch 52, and the first diaphragm 7 and the second diaphragm 8 are closely adjacent to each other but do not contact each other; a plurality of first protrusions 71 are provided on the inner side wall of the first diaphragm 7, a plurality of second protrusions 81 are provided on the outer side surface of the second diaphragm 8, and a plurality of second protrusions 81 are provided on the control shaft 51. Several grooves 511 are provided. During assembly, the first protrusions are embedded in the grooves 511. Furthermore, evenly distributed embedding grooves 9 are provided on the housing 521. The number of embedding grooves is the same as the number of second protrusions. The second protrusions 81 are embedded in the embedding grooves 9. It should be noted that a pressure plate (not shown) is provided on the side of the housing 521 near the first control gear 53. During use, the pressure plate can be used to press the first diaphragm toward the second control gear, thereby ensuring close contact between the first diaphragm and the second diaphragm, thereby ensuring synchronous rotation of the first diaphragm and the second diaphragm.

[0033] When the fixed-axis wheeled machine moves forward normally, the speed change gear 111 is meshed with the first transmission gear 121 (only one pair of gears will be meshed at the same time), thereby transmitting power to the first transmission gear 121, and the second transmission gear rotates coaxially and synchronously with the first transmission gear 122, and then the power is transmitted to the central gear 21 through the second transmission gear 122. The left and right sides of the central gear 21 are respectively provided with a first clutch gear 22 and a second clutch gear 23. When the machine moves forward normally, the first clutch gear 22 and the second clutch gear 23 are both engaged with the central gear 21 through a tooth structure, that is, the first clutch gear 22 and the second clutch gear 23 keep rotating synchronously with the central gear 21; at the same time, according to the schematic diagram in the accompanying drawings, it can be seen that the first clutch gear 22 is located on the right side of the central gear 21, and the second clutch gear is located on the left side of the central gear 21, and then through the first clutch gear 22 and the second The clutch gear 23 realizes power split transmission, and transmits power to the first duplex gear 311 on the right side of the first reduction shaft 31 meshed with it through the first clutch gear 22, and then transmits power to the second duplex gear 321 on the right side of the second reduction shaft 32 through the first duplex gear 311, and then transmits power to the first half-shaft gear 41. At this time, a power output shaft is fixed at the center of the first half-shaft gear 41, so that the power is output to the outside of the gearbox; similarly, power is transmitted to the first duplex gear 311 on the left side of the first reduction shaft 31 meshed with it through the second clutch gear 23, and then transmits power to the second duplex gear 321 on the left side of the second reduction shaft 32 through the first duplex gear 311, and then transmits power to the second half-shaft gear 42. A power output shaft is fixed at the center of the second half-shaft gear 42, so that the power is output to the outside of the gearbox;

[0034] Since the first clutch gear 22 and the second clutch gear 23 both rotate synchronously with the central gear 21 in the same direction, the first side gear 41 and the second side gear 42 also rotate in the same direction. Simultaneously, the first side gear 41 meshes with the first control gear 53 of the control mechanism, which is fixedly connected to the control shaft 51 via a key. Therefore, the control shaft 51 rotates synchronously with the first control gear 41. Furthermore, according to the structure of the diaphragm clutch, the first diaphragm 7 is fixedly connected to the control shaft 51 via a first protrusion 71 and a groove 511. A steering gear 6 is connected between the second control gear 54 and the second side gear 42, meshing with the steering gear 6. The second control gear 54 rotates synchronously with the housing. The second diaphragm 8 is embedded in the embedding groove 9 on the housing via the second protrusion 81, thereby maintaining synchronization with the housing. Therefore, the rotation direction of the second control gear is opposite to that of the first control gear, causing the first and second diaphragms in the housing to rotate in opposite directions.

[0035] In short, the first control gear 53, the control shaft 51, and the first diaphragm 7 rotate in the same direction, while the second control gear 54, the housing 521, and the second diaphragm 8 rotate in the other direction. Since the first diaphragm 7 and the second diaphragm 8 do not contact each other in this forward state, there is no conflict at the diaphragm clutch, and the diaphragm clutch is in a non-operating state.

[0036] When the fixed-axis wheeled machine is turning in place, the difference from the above working state is that the tooth structure between the second clutch gear 23 and the central gear 21 is first separated, that is, after the power is transmitted to the central gear 21, the power is only transmitted from the first clutch gear 22, and the second clutch gear 23 is in a freely rotatable state after being separated from the central gear 21; then the diaphragm clutch 52 is controlled to make the first diaphragm 7 and the second diaphragm 8 closely contact each other, relying on the friction between the two to make the second diaphragm 8 and the first diaphragm 7 rotate synchronously, at this time, the second diaphragm 8 drives the housing 521 to rotate synchronously, and the housing 521 drives the second control gear 54 to rotate synchronously, and then the power is transmitted to the second side gear 42 through the steering gear 6; at this time, due to the existence of the steering gear 6, the rotation direction of the second side gear 42 is opposite to that of the first side gear 41, that is, when turning, one drive wheel can rotate forward and the other drive wheel can rotate backward, thereby achieving the machine's in-place turning;

[0037] In the stationary steering state, the power transmission path is: speed gear - first transmission gear - second transmission gear - central gear - first clutch gear - first duplex gear on the right - second duplex gear on the right - first side shaft gear - first control gear - control shaft - first diaphragm - second diaphragm - housing of diaphragm clutch - second control gear - steering gear - second side shaft gear - second duplex gear on the left - first duplex gear on the left - second clutch gear;

[0038] The present invention can avoid static friction between one side of the crawler and the ground during mechanical steering through the gearbox structure, thereby reducing wear of the crawler and extending its service life.

[0039] The above-described embodiments merely illustrate several implementations of the present invention. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art would be able to make numerous variations and improvements without departing from the spirit of the present invention, and all such variations and improvements fall within the scope of protection of the present invention.

Claims

1. A gearbox for fixed-axis wheel type mechanical on-site steering, characterized in that: The invention comprises a transmission mechanism (1) fixedly arranged in a transmission case and connected in sequence, a central transmission mechanism (2), a reduction mechanism (3), a first half-shaft gear (41) and a second half-shaft gear (42) arranged on both sides of the transmission case, and a control mechanism (5), wherein the central transmission mechanism (2) comprises a central gear (21), a first clutch gear (22) and a second clutch gear (23) movably embedded on both sides of the central gear (21), the first clutch gear (22) drives the first half-shaft gear (41) to rotate through the reduction mechanism (3), and the second clutch gear (23) drives the second half-shaft gear (42) to rotate through the reduction mechanism (3); the control mechanism (5) comprises a control shaft (51), a first half-shaft gear (41) and a second half-shaft gear (42) arranged on the control shaft; A diaphragm clutch (52) on a control shaft (51), a first control gear (53) and a second control gear (54) respectively arranged on both sides of the diaphragm clutch (52), the diaphragm clutch (52) comprising a housing (521), the second control gear (54) being fixedly connected to the housing (521), the first control gear (53) being fixedly connected to the control shaft (51), and the second control gear (54) being movably connected to the control shaft (51); a steering gear (6) being connected between the second control gear (54) and the second half-shaft gear (42), the first control gear (53) being meshed with the first half-shaft gear (41), and the second control gear (54) being meshed with the steering gear (6).

2. A gearbox for fixed-axis wheel type mechanical on-site steering according to claim 1, characterized in that: The speed change mechanism (1) comprises a speed change shaft (11) and a transmission shaft (12) which are arranged adjacent to each other; the speed change shaft (11) is provided with a plurality of speed change gears (111); the transmission shaft (12) is coaxially provided with a first transmission gear (121) and a second transmission gear (122); the speed change gears (111) are meshed with the first transmission gears (121); and the second transmission gears (122) are meshed with the central gear (21).

3. The fixed-axis wheel type mechanical on-site steering gearbox according to claim 1, characterized in that: The speed reduction mechanism (3) comprises a first speed reduction shaft (31) and a second speed reduction shaft (32) which are arranged adjacent to each other; a first double gear (311) is symmetrically movably provided on the first speed reduction shaft (31); a second double gear (321) is symmetrically movably provided on the second speed reduction shaft (32); the first double gear (311) and the second double gear (321) both comprise a large gear and a small gear which are integrally connected; the large gear of the first double gear (311) is meshed with the first clutch gear (22); the small gear of the first double gear (311) is meshed with the large gear of the second double gear (321); and the small gear of the second double gear (321) is meshed with the first half-shaft gear (41).

4. The fixed-axis wheel type mechanical on-site steering gearbox according to claim 1, characterized in that: The diaphragm clutch (52) comprises a first diaphragm (7) and a second diaphragm (8) which are arranged in a housing (521) at intervals from each other; a plurality of first protrusions (71) are provided on the inner side wall of the first diaphragm (7); a plurality of second protrusions (81) are provided on the outer side surface of the second diaphragm (8); a plurality of grooves (511) are provided on the control shaft (51); the first protrusions (71) are embedded in the grooves (511); and the housing (521) is evenly distributed with embedded grooves (9); the second protrusions (81) are embedded in the embedded grooves (9).

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