Hub for mounting wheels on axles of work vehicles
The planetary gearbox and sliding sleeve in the integrated reduction system solve the problems of high cost and poor adaptability of the hub reduction system in the existing technology, realize the adjustment of torque and traction under different driving conditions, and improve fuel economy.
Patent Information
- Application Number
- CN202080078533.5
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Priority Date
- 2019-10-16
- Filing Date
- 2020-10-13
- Publication Date
- 2025-09-30
- Estimated Expiration
- 2040-10-13
AI Technical Summary
The wheel hub reduction systems of existing work vehicles are expensive and difficult to adapt to various driving conditions, especially when the load changes, they cannot effectively improve fuel economy.
An integrated reduction gear system was designed, including a planetary gearbox, a sleeve, and an actuator. By engaging and disengaging the sliding sleeve with the planetary gearbox, a 1:1 or 2:1 reduction ratio can be switched to adapt to different driving conditions.
It achieves the selective increase or decrease of wheel torque and traction under different driving conditions, improving the fuel economy of the work vehicle.
Smart Images
Figure CN114728545B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to a wheel hub of a working vehicle, and in particular to a reduction system for the wheel hub. Background Art
[0002] Work vehicles, such as large trucks, typically include a chassis, a suspension system, an engine that provides driving force, a transmission, and a drivetrain, which includes at least three axles to which wheels are attached. For example, a work vehicle may include a front steering axle and a pair of rear tandem axles to increase the vehicle's load-carrying and traction capabilities. To accommodate various driving conditions, the work vehicle drivetrain may include multiple clutches for driving one or more rear axles, as well as a gearbox for providing one or more speed reductions between the engine and the wheels.
[0003] Due to the various clutches that selectively connect the driving force to the axle (disconnect), the drive train of the work vehicle can have multiple traction forces, i.e., drive configurations, such as a 6×2 drive configuration, a 6×4 drive configuration, a 6×6 drive configuration, an 8×4 drive configuration, an 8×8 drive configuration, or a 10×8 drive configuration. For example, a work vehicle with a 6×4 drive configuration may include a non-driven steerable front axle and a pair of rear tandem axles or a single axle. Thus, when the work vehicle is towing a payload, such as a semi-trailer loaded with cargo, both rear axles can be driven to increase the towing capacity of the work vehicle, and when the work vehicle is on the return trip without a payload, only one of the rear axles can be driven to improve fuel economy. Additionally, in other cases, such as when towing a heavy load uphill, it may be necessary to provide driving force to all three axles of the work vehicle in a 6×6 drive configuration to increase traction.
[0004] Work vehicles can also provide one or more reduction gears between the engine and wheels to reduce wheel speed and increase engine torque. For example, a reduction gear system can be provided for each wheel hub of the corresponding axle. The reduction gear system may include a planetary gearbox operatively connected between the differential drive shaft and the wheel hub. Typically, the reduction ratio between the drive shaft and the wheel hub is fixed at, for example, a 2:1 reduction. However, some reduction gear systems include planetary gearboxes that allow for both full disengagement and selective engagement of a variable reduction ratio.
[0005] Document WO 2016 / 110823 describes a wheel hub reduction system with a single piston and a sliding sleeve for selectively engaging a planetary gearbox with the wheel hub in two indexed positions. This results in a reduction ratio of 2:1 or 1:1 between the drive shaft and the wheel hub. In this way, the reduction in speed at the wheel can be appropriately matched to the load of the work vehicle.
[0006] WO 2018 / 107258 describes a reduction system featuring a dual-piston system and a sliding sleeve for selectively engaging and disengaging a planetary gearbox with a wheel hub. This reduction system can completely disengage the drive force from the wheel hub and provide a 2:1 or 1:1 reduction ratio. This allows the reduction system to accommodate a wider range of operating positions, and the fully disengaged position can significantly improve the fuel economy of the work vehicle. However, the dual-piston system increases manufacturing and operating costs.
[0007] What is needed is a cost-effective wheel hub reduction system to accommodate various types of driving conditions. Summary of the Invention
[0008] According to one embodiment of the present invention, an integrated reduction system is disposed within a wheel hub of a work vehicle. The reduction system includes a planetary gearbox configured to be operatively connected between an axle and a wheel; a sleeve configured to be slidably connected to the axle; and an actuator connected to the sleeve and configured to slide the sleeve. The reduction system provides operating positions for reducing speed and increasing traction on the wheel, as well as operating positions for disengaging or completely releasing the traction wheel.
[0009] In another exemplary embodiment according to the present invention, a wheel hub is provided for mounting a wheel on an axle of a work vehicle. The wheel hub includes a housing having side end covers and a reduction system. The reduction system includes: a planetary gearbox configured to be operably connected between the axle and the wheel; a sleeve configured to be slidably connected to the axle; and an actuator connected to the sleeve and configured to slide the sleeve. The reduction system has a first operating position and a second operating position, in which the sleeve engages with the planetary gearbox to transmit drive force from the axle at a reduction ratio, and a second operating position in which the sleeve disengages from the planetary gearbox to stop transmitting drive force from the axle, thereby releasing the wheel.
[0010] One possible advantage of this embodiment of the work vehicle is that the deceleration system can adapt to various driving conditions of the work vehicle to selectively increase or decrease wheel torque and traction.
[0011] Another potential advantage of this embodiment of the work vehicle is that the deceleration system can significantly improve the fuel economy of the work vehicle by completely freeing up the traction wheels. BRIEF DESCRIPTION OF THE DRAWINGS
[0012] For the purpose of illustration, the accompanying drawings show certain embodiments of the invention. It should be understood, however, that the invention is not limited to the precise arrangements, dimensions, and instrumentation shown. Like reference numerals refer to like features in the drawings. In the drawings:
[0013] Figure 1 illustrates a side view of one embodiment of a work vehicle including a rear tandem axle assembly according to an embodiment of the present invention;
[0014] Figure 2 illustrates a cross-sectional view of a wheel hub having a housing and a reduction system according to an embodiment of the present invention, wherein the reduction system is in an operating position with a 2:1 reduction ratio; and
[0015] Figure 3 Pictured Figure 2 Cross-sectional view of the wheel hub in FIG, wherein the reduction system is in an operating position in which the wheel is disengaged or in which the wheel is freely rotating. DETAILED DESCRIPTION
[0016] The terms "front," "rear," "left," and "right" as used in connection with a vehicle and / or components of a vehicle are generally defined with reference to the forward direction of travel of the vehicle and are not to be construed as limiting. The terms "longitudinal" and "lateral" are defined with reference to the forward and rearward directions of the vehicle and are not to be construed as limiting.
[0017] Referring now to the drawings, and more particularly to the Figure 1 , shows a work vehicle 10 that generally includes a chassis 12, a cab 14 for an operator, a main engine 16, such as a diesel engine, a front axle 18, a rear axle assembly 20 having at least two shafts 22, 24, wheels 26 attached to shafts 18, 22, 24, and a drive system including a transmission with a gearbox and a main drive shaft 28 for transmitting driving force, i.e., driving torque, from engine 16 to rear axle assembly 20 to provide primary traction for work vehicle 10. Front wheels 26 of front axle 18 are generally configured to be steered to provide directional control for work vehicle 10. Engine 16, via the transmission system, can drive wheels 26 of any of shafts 18, 22, 24. Work vehicle 10 can have any desired drive configuration, such as a 4×2 drive configuration, a 6×6 drive configuration, a 6×4 drive configuration, a 6×2 drive configuration, an 8×8 drive configuration, an 8×4 drive configuration, or a 10×6 drive configuration. Work vehicle 10 may be in the form of any desired vehicle 10, such as a heavy / large truck or bus. For example, work vehicle 10 may be a commercial truck up to 45 tons with a 4x2 drive configuration or a 6x2 drive configuration.
[0018] Now common reference Figure 2 and Figure 3, a wheel hub 30 for a work vehicle 10 is shown. The wheel hub 30 may generally include a housing 32 and a reduction system 34 disposed within the housing 32. The reduction system 34 has a first reduction operating position to provide a reduction ratio, such as a 2:1 reduction ratio ( ) between a drive shaft 36, such as a drive shaft 36 extending from a rear differential of a corresponding axle 22, and the wheels 26. Figure 2 The deceleration system 34 also has a second position of wheel disengagement or wheel release to stop the transmission of driving force from the drive shaft 36 to the wheel 26, so that the wheel 26 has no traction at all ( Figure 3 ). Thus, deceleration system 34 can selectively select an appropriate speed ratio or disengagement position to appropriately adapt to the operating conditions of work vehicle 10, such as fully loaded, partially loaded, or unloaded. For example, when work vehicle 10 is fully loaded, deceleration system 34 can provide a 2:1 reduction ratio in the deceleration position of deceleration system 34 to increase torque and force on wheels 26, or alternatively, when work vehicle 10 is unloaded, deceleration system 34 can disengage traction on wheels 26 to significantly improve the fuel economy of work vehicle 10. As can be appreciated, one or more of front axle 18 and / or rear axles 22, 24 can include wheel hubs 30.
[0019] The housing 32 of the hub 30 is connected to the liner or housing 38 of the drive shaft 36 by means of bearings 40. The housing 32 includes a cylindrical portion 42 and a side end cap 44 connected to the cylindrical portion 42. The inner surface of the side end cap 44 may include a toothed portion 46. It should be understood that the housing 32 can have any desired shape and can be composed of any desired material.
[0020] The reduction system 34 may generally include a planetary gear housing 48, a sliding sleeve 50, and an actuator 52 for sliding the sleeve 50 between a reduction position and a wheel release position. The reduction system 34 may also include a tilting member 54 for tilting the sleeve 50 so that the sleeve 50 engages with the planetary gear housing 48.
[0021] A planetary gearbox 48 is operably connected between the shaft 36 and the wheel 26. The planetary gearbox 48 may be located within the housing 32. The planetary gearbox 48 may generally include a fixed gear 56, a movable gear 58, at least two intermediate gears 60, 62 positioned between the central fixed gear 56 and the movable gear 58, and a planetary carrier 64 for carrying the gears 60, 62. The inner fixed gear 56 may be securely attached to the housing 38 of the drive shaft 36. The outer movable gear 58, such as the central gear 58, may be movably mounted within the housing 32 of the hub 30 via bearings and / or designated planetary liner. The intermediate gears 60, 62 are in the form of satellite or planetary gears 60, 62, which are operably connected between the fixed central gear 56 and the movable central gear 58 and rotate relative to the fixed central gear 56 and the movable central gear 58. In this embodiment, the planetary gearbox 48 includes four planetary gears 60, 62. Gears 56, 58, 60, and 62 may be bevel gears; however, gears 56, 58, 60, and 62 may have any desired configuration. Planet carrier 64 has a receiving aperture that at least partially receives sleeve 50. Planet carrier 64 may be in the form of any desired key, fork, or gear carrier. As used herein, the term planetary gearbox 48 generally refers to the central planetary arrangement that transmits force from drive shaft 36 to wheels 26. It should be understood that planetary gearbox 48 may be configured in various ways to have any desired number and size of gears.
[0022] The sleeve 50 is selectively connectable to the planetary gearbox 48 to provide a 2:1 reduction ratio and wheel release 26. The sleeve 50 has an inner bore 66 that connects to the drive shaft 36 and an outer end 68 that connects to the actuator 52. The bore 66 rotates toward the end of the drive shaft 36 and opens. It should be understood that the bore 66 can have internal grooves or teeth to engage with corresponding engagement members on the shaft 36. The sleeve 50 also has at least one set of teeth 70 that are circumferentially arranged around the outer periphery of the sleeve 50. In the reduction operating position, the teeth 70 of the sleeve 50 selectively engage with corresponding teeth on the central gear 58 of the planetary gearbox 48 ( Figure 2 In the wheel release operating position, the sleeve 50 is not operatively engaged with the housing 32 ( Figure 3As can be appreciated, sleeve 50 can include one, two, or more sets of teeth 70 that engage with planetary gearbox 48 and housing 32, respectively. Sleeve 50 is not operatively engaged with carrier 64 by means of designated grooves or teeth to transmit drive force through designated grooves or teeth; therefore, sleeve 50 can rotate and slide independently relative to carrier 64. Therefore, when drive force is transmitted through planetary gearbox 48 in the reduction position, the drive force is transmitted from shaft 36 through sleeve 50, outer central gear 58 fully coupled to sleeve 50, planetary gears 60, 62, and inner fixed gear 56, and finally out of housing 32 of hub 30 by means of bearing 40.
[0023] The actuator 52 is operably connected to the sleeve 50. The actuator 52 includes a fluid line 72, a valve 74, and a piston 76, which is fluidly connected to the fluid line 72. The fluid line 72 extends through the housing 32. The fluid line 72 can be in the form of a designated hose or a series of conduits, such as grooves, within the hub 30. The valve 74 can fluidly connect the fluid line 72 to the piston 76. The valve 74 can be in the form of any desired valve. The piston 76 generally includes a cylinder 78 and a piston head 82, the cylinder 78 defining a fluid chamber 80, and the piston head 82 is located within the cylinder 78 and slides relative to the cylinder 78 ( Figure 3 ). The cylinder body 78 at least partially receives the sleeve 50 so that the fluid chamber 80 and the piston head 82 are external relative to the sleeve 50. The piston head 82 is connected to the side end 68 of the sleeve 50 by means of a (separate) bearing. The actuator 52 is shown as a pneumatic control device having a pneumatic piston 76; however, the actuator 52 can use any desired fluid. It should be understood that the actuator 52 can also include an air pump, a compressor, various valves, seals and / or a battery. The actuator 52 can also be operably connected to a control system in the cab of the work vehicle 10 so that an operator can enter user commands in the control system and thus switch between desired speed ratios.
[0024] The tilt member 54 is located within the bore 66 of the sleeve 50 and is thereby connected between the end of the drive shaft 36 and the sleeve 50 to tilt the sleeve 50 so that the sleeve 50 can engage the planetary gearbox 48 in the 2:1 reduction operating position. The tilt member 54 is internal to the sleeve 50 and acts in an opposing manner to the piston 76. The tilt member 54 can be in the form of any desired tilt member 54, such as a coil spring 54.
[0025] In operation, in the 2:1 reduction operating position, the fluid chamber 80 is emptied of fluid, causing the force of the ramp member 54 to engage the sleeve 50 with the planetary gearbox 48 ( Figure 2). In more detail, the tooth portion 70 of the sleeve 50 slides to engage with the moving gear 58. In the wheel release operating position, the fluid chamber 80 is filled with fluid so that the force of the fluid in the fluid chamber 80 overcomes the force of the tilting member 54 and disengages the sleeve 50 from the planetary gearbox 48 ( Figure 3 ). The teeth 70 of the sleeve 50 slide inwardly to disengage the moving gear 58. In this way, the sleeve 50 is not connected to the carrier 64, the moving gear 58 or the housing 32, and the wheel 26 is therefore released from traction.
[0026] These and other advantages of the present invention will be apparent to those skilled in the art from the foregoing descriptive description. Therefore, it will be appreciated by those skilled in the art that changes or modifications may be made to the above-described embodiments without departing from the broad inventive concepts of the present invention. It should be understood that the present invention is not limited to the particular embodiments described herein, but is intended to encompass all changes and modifications that come within the scope and spirit of the present invention.
Claims
1. A wheel hub (30) for mounting a wheel (26) on an axle (36) of a work vehicle (10), the wheel hub (30) comprising: a housing (32), the housing (32) including a side end cover (44); as well as A deceleration system (34), the deceleration system (34) comprising: a planetary gearbox (48) configured to be operatively connected between the shaft (36) and the wheel (26); a sleeve (50) configured to be slidably coupled to the shaft (36); and an actuating device (52) connected to the sleeve (50) and configured to slide the sleeve (50), Its characteristics are: The reduction system (34) includes a first operating position in which the sleeve (50) is engaged with the planetary gearbox (48) to transmit driving force from the shaft (36) at a reduction ratio, and a second operating position in which the sleeve (50) is disengaged from the planetary gearbox (48) to stop transmitting the driving force from the shaft (36) and release the wheel (26). The planetary gearbox (48) includes a gear (56), a moving gear (58), at least two planetary gears (60, 62), and a carrier (64) for carrying the planetary gears (60, 62), and the carrier (64) includes a receiving aperture for at least partially receiving the sleeve (50), and wherein the sleeve (50) is not operably engaged with the carrier (64) to transmit the driving force, such that the sleeve (50) slides relative to the carrier (64), and in the first operating position, the sleeve (50) is fully engaged with the moving gear (58) to transmit the driving force through the planetary gearbox (48).
2. The wheel hub (30) according to claim 1, characterized in that The wheels (26) are completely free of traction in the second operating position of the deceleration system (34).
3. The wheel hub (30) according to claim 1 or claim 2, characterized in that The actuating device (52) includes a fluid line (72) and a piston (76) fluidly connected to the fluid line (72).
4. The wheel hub (30) according to claim 3, characterized in that The piston (76) includes a cylinder (78) and a piston head (82), wherein the cylinder (78) defines a fluid chamber (80), the piston head (82) is located in the cylinder (78) and slides relative to the cylinder (78), the cylinder (78) at least partially receives the sleeve (50), and the piston head (82) is connected to the sleeve (50) so that the piston (76) is configured to slide the sleeve (50) to engage or disengage with the planetary gearbox (48).
5. The wheel hub (30) according to claim 3, characterized in that The actuating device (52) includes a single piston (76).
6. The wheel hub (30) according to claim 3, characterized in that The piston (76) is a pneumatic piston (76).
7. The wheel hub (30) according to claim 4, characterized in that The sleeve (50) includes a side end portion (68) connected to the piston (76) and a hole (66) for connecting to the shaft (36), and the sleeve (50) slides relative to the shaft (36).
8. The wheel hub (30) according to claim 7, characterized in that The reduction system (34) further includes a tilting member (54) disposed internally within the bore (66) of the sleeve (50) and connected between the sleeve (50) and an end of the shaft (36), and configured to tilt the sleeve (50) so that the sleeve (50) engages the planetary gearbox (48).
9. The wheel hub (30) according to claim 8, characterized in that The tilting member (54) is a coil spring (54).
10. The wheel hub (30) according to claim 8 or claim 9, characterized in that The fluid chamber (80) is external relative to the sleeve (50), while the inclined member (54) is internal relative to the sleeve (50) and acts on the sleeve (50) in an opposite manner relative to the piston (76); in the first operating position, the fluid chamber (80) is emptied of fluid, so that the force of the inclined member (54) engages the sleeve (50) with the planetary gearbox (48); in the second operating position, the fluid chamber (80) is filled with fluid, so that the force of the fluid in the fluid chamber (80) overcomes the force of the inclined member (54) and disengages the sleeve (50) from the planetary gearbox (48).
11. The wheel hub (30) according to any one of claims 1 to 2, 4 to 9, characterized in that: In the second operational position, the sleeve (50) is not operatively connected to the housing (32) of the hub (30).
12. The wheel hub (30) according to any one of claims 1 to 2, 4 to 9, characterized in that: The sleeve (50) includes at least one set of teeth (70) circumferentially arranged around an outer periphery of the sleeve (50) to selectively engage the planetary gearbox (48) in the first operating position.
13. The wheel hub (30) according to any one of claims 1 to 2, 4 to 9, characterized in that: The reduction ratio of the first operating position is 2:1.