A drive axle integrated with a multi-gear transfer case

Abstract

The application relates to a driving axle integrated with a multi-gear transfer case, which comprises a transfer case assembly, an axle housing, a main reducer, a brake and a wheel assembly; the transfer case assembly comprises an idler gear, a gear shifting assembly, an output gear, an intermediate shaft, a power switch and a power output flange; the two ends of the idler gear are respectively engaged with the gear shifting assembly and the output gear; the central hole of the output gear is connected with the intermediate shaft through a spline, and the output gear is selectively connected with the power output flange through the power switch on the side far from the intermediate shaft; the main reducer comprises an inter-axle differential connected with the intermediate shaft, a cylindrical gear connected with the inter-axle differential and a through shaft; the height integration of the transfer case assembly and the main reducer effectively shortens the axial size of the vehicle driving system, the weight is lighter, and the cost is relatively lower; meanwhile, the gear shifting assembly, the idler gear, the output gear and the like are arranged, and the driving performance of the vehicle transmission system is effectively improved.

Description

Technical Field

[0001] This invention relates to the field of commercial vehicle drive axle technology, and in particular to a drive axle with an integrated multi-speed transfer case. Background Technology

[0002] Currently, in the field of construction machinery technology, the trend of equipment becoming larger is intensifying, and the requirements for equipment drive systems are becoming more stringent, especially for the load-bearing capacity and driving capacity of drive axles. Therefore, achieving all-wheel drive performance of equipment drive axle systems through transfer cases has become the mainstream development trend. However, the main reducer and transfer case of existing axles are mostly two independent assemblies, with relatively large axial space, heavy weight, and relatively high manufacturing and after-sales maintenance costs.

[0003] As an independent assembly in the vehicle's transmission system, the existing transfer case mostly adopts a parallel shaft meshing cylindrical gear shifting structure for high and low speed shifting. However, this structure has unavoidable defects in terms of shifting speed, shifting success rate, and transmission efficiency, which seriously limits the further application and promotion of multi-speed transfer cases.

[0004] Therefore, it is necessary to design a transfer case assembly with a new shifting mechanism, which is integrated with the drive axle main reducer to improve the overall performance and reliability of the drive axle system of all-wheel drive equipment, while reducing the axial structural dimensions of the drive axle and transfer case, and reducing weight and cost. Summary of the Invention

[0005] The purpose of this invention is to address the shortcomings of existing technologies by providing a drive axle with an integrated multi-speed transfer case. Through the high integration of the transfer case assembly and the main reducer, the axial dimension of the vehicle drive system is effectively shortened, resulting in lighter weight and relatively lower cost. At the same time, the use of shift components, idler gears, output gears, and other features effectively improves the driving performance of the vehicle transmission system.

[0006] This invention is achieved using the following technical solution:

[0007] A drive axle with an integrated multi-speed transfer case includes a transfer case assembly, an axle housing, a main reducer disposed in the middle of the axle housing and connected to the transfer case assembly, brakes disposed at both ends of the axle housing, and wheel assemblies.

[0008] The transfer case assembly includes an idler wheel, a shift assembly, an output gear, an intermediate shaft, a power switch, and a power output flange. The idler wheel is engaged with the shift assembly and the output gear at both ends, respectively. The output gear is splined to the intermediate shaft at its center hole and selectively connected to the power output flange via the power switch on the side away from the intermediate shaft.

[0009] The main reducer includes an inter-shaft differential connected to the intermediate shaft, a cylindrical gear connected to the inter-shaft differential, and a through shaft.

[0010] As a further explanation of the invention, the shifting assembly includes a power input gear shaft, an input flange splinedly connected to the power input gear shaft, a left planetary carrier, a right planetary carrier, planetary gears, a gear ring support, a gear ring splinedly connected to the gear ring support, sliding meshing sleeve teeth, and a power engagement sleeve;

[0011] The power input gear shaft meshes with a plurality of planetary gears mounted on the left and right planetary carriers via a planetary gear shaft; the plurality of planetary gears mesh with a gear ring; the gear ring support meshes with a sliding engagement sleeve; and the sliding engagement sleeve is connected to a power engagement sleeve.

[0012] As a further explanation of the invention, it also includes a piston and a shift lever; the shift lever is disposed on a shift lever mounting base and fixed by a limiting component; the piston is disposed on a piston mounting base and connected to the shift lever.

[0013] As a further explanation of the invention, the power input gear shaft includes a splined shaft, planetary meshing teeth, and active power engagement teeth;

[0014] The splined shaft is connected to the input flange, and the planetary meshing teeth mesh with the planetary gears.

[0015] As a further explanation of the invention, the sliding meshing sleeve teeth include meshing sleeve teeth, a thrust plane, and end face sliding teeth;

[0016] The thrust plane is in contact with the end face of the piston, and the meshing sleeve gear passes through the piston and the gear ring bracket to engage / disengage.

[0017] As a further explanation of the invention, a power engagement sleeve is fixedly provided on the end face of the sliding engagement sleeve tooth on the side away from the end face sliding tooth. The power engagement sleeve includes an engagement sleeve base, a passive power engagement tooth, and a power engagement external gear.

[0018] The passive power engagement gear and the power engagement external gear respectively engage or disengage with the power engagement internal gear ring on the right planetary carrier and the active power engagement gear on the power input gear shaft through the piston.

[0019] As a further explanation of the invention, it also includes the transfer case shift assembly cover; the transfer case shift assembly cover includes a cover body, a mounting flange disposed on the outer ring of the cover body, and end face fixing teeth disposed on the inner ring of the cover body.

[0020] The mounting flange is fixed to the side of the transfer case housing; the sliding teeth on the end face of the sliding engagement sleeve engage / disengage with the fixed teeth on the end face via a piston.

[0021] As a further explanation of the invention, a drive gear is fixedly provided between the outer circumference of the left planetary carrier and the bearing housing by a threaded fastener.

[0022] As a further explanation of the invention, the left planetary carrier and the right planetary carrier are positioned by a locating pin and fixed biaxially by threaded fasteners.

[0023] As a further explanation of the invention, the braking type of the brake includes disc brake, drum brake, and wet brake.

[0024] Compared with the prior art, the present invention has the following beneficial technical effects:

[0025] 1. Compact structure and low cost: By highly integrating the transfer case assembly with the main reducer, the axial dimension of the vehicle drive system is effectively shortened, thereby further reducing the weight of the equipment drive system and making manufacturing, use and maintenance costs lower.

[0026] 2. Excellent power performance: Through the design of the three-stage reduction structure of the shift assembly, idler gear and output gear, the reduction ratio of the transfer case assembly is larger, thereby effectively improving the transmission capacity of the transfer case, and the overall power performance of the drive axle is also significantly improved.

[0027] 3. Reliable shifting: The shifting assembly controls the on / off function of the planetary reduction structure by fixing and rotating the gear ring bracket in the shifting assembly, thereby realizing high and low speed shifting of the transfer case. This structure requires relatively less shifting power, shifts smoothly, and the success rate is significantly improved compared to the traditional parallel shaft shifting mechanism. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the drive axle with an integrated multi-speed transfer case provided in an embodiment of the present invention;

[0029] Figure 2 This is a schematic diagram of the transfer case shaft system structure provided in an embodiment of the present invention;

[0030] Figure 3 This is a schematic diagram of the gear shaft system structure of the transfer case in low gear according to an embodiment of the present invention;

[0031] Figure 4 This is a schematic diagram of the gear shaft system structure of the transfer case in high gear according to an embodiment of the present invention;

[0032] Figure 5 This is a schematic diagram of the planetary carrier structure provided in an embodiment of the present invention;

[0033] Figure 6 This is a schematic diagram of the transfer case shift assembly cover structure provided in an embodiment of the present invention;

[0034] Figure 7 A schematic diagram of the power coupling sleeve structure provided in an embodiment of the present invention;

[0035] Figure 8 This is a schematic diagram of the sliding meshing sleeve structure provided in an embodiment of the present invention;

[0036] Figure 9 This is a schematic diagram of the power input gear shaft structure provided in an embodiment of the present invention.

[0037] In the diagram: 1. Transfer case assembly, 2. Main reducer, 3. Axle housing, 4. Brake, 5. Wheel assembly; 11. Shift assembly, 12. Idler gear, 13. Output gear, 14. Power output flange, 15. Power switch, 16. Intermediate shaft, 21. Inter-shaft differential, 22. Cylindrical gear, 23. Through shaft;

[0038] 11-1 Power input gear shaft, 11-2 Input flange, 11-3 Left planetary carrier, 11-4 Planetary gear shaft, 11-5 Planetary gear, 11-6 Gear ring, 11-7 Drive gear, 11-8 Threaded fastener one, 11-9 Bearing housing, 11-10 Gear ring bracket, 11-11 Power engagement sleeve, 11-12 Transfer case shift assembly cover, 11-13 Sliding meshing sleeve teeth, 11-14 Piston, 11-15 Limiting assembly, 11-16 Shift push rod mounting seat, 11-17 Shift push rod, 11-18 Piston mounting seat, 11-19 Right planetary carrier, 11-20 Threaded fastener two, 11-21 Locating pin, 11-22 Transfer case housing;

[0039] 11-1a, splined shaft; 11-1b, planetary meshing teeth; 11-1c, active power engagement teeth;

[0040] 11-11a, base of the engagement sleeve; 11-11b, passive-power engagement gear; 11-11c, external gear for power engagement.

[0041] 11-12a. Mounting flange; 11-12b. Box cover body; 11-12c. End face fixing teeth;

[0042] 11-13a, meshing sleeve teeth; 11-13b, thrust plane; 11-13c, end face sliding teeth;

[0043] 11-19a, Power-coupled internal gear ring. Detailed Implementation

[0044] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0045] Example

[0046] like Figure 1-9 As shown, the present invention provides a drive axle with an integrated multi-speed transfer case, including a transfer case assembly 1, an axle housing 3, a main reducer 2 disposed in the middle of the axle housing 3 and connected to the transfer case assembly 1, a brake 4 disposed at both ends of the axle housing 3, and a wheel-side assembly 5.

[0047] The transfer case assembly 1 includes an idler wheel 12, a shift assembly 11, an output gear 13, an intermediate shaft 16, a power switch 15, and a power output flange 14. The two ends of the idler wheel 12 are respectively engaged with the shift assembly 11 and the output gear 13. The center hole of the output gear 13 is splinedly connected to the intermediate shaft 16, and selectively connected to the power output flange 14 via the power switch 15 on the side away from the intermediate shaft 16.

[0048] The main reducer 2 includes an inter-shaft differential 21 connected to the intermediate shaft 16, a cylindrical gear 22 connected to the inter-shaft differential 21, and a through shaft 23; the inter-shaft differential 21 can distribute power to the cylindrical gear 22 and the through shaft 23 as needed;

[0049] The braking type of the aforementioned brake 4 can be any one of disc brake, drum brake, or wet brake;

[0050] The aforementioned wheel assembly 5 can be a wheel device with single-stage or multi-stage reduction function.

[0051] like Figure 3-4 As shown, the shift assembly 11 includes a power input gear shaft 11-1, an input flange 11-2 splinedly connected to the power input gear shaft 11-1, a left planetary carrier 11-3, a right planetary carrier 11-19, planetary gears 11-5, a gear ring support 11-10, a gear ring 11-6 splinedly connected to the gear ring support 11-10, sliding engagement sleeve teeth 11-13, and a power engagement sleeve 11-11;

[0052] The power input gear shaft 11-1 meshes with multiple planetary gears 11-5 that are mounted on the left planetary carrier 11-3 and the right planetary carrier 11-19 via the planetary gear shaft 11-4. The multiple planetary gears 11-5 mesh with the gear ring 11-6. The gear ring support 11-10 meshes with the sliding engagement sleeve 11-13. The sliding engagement sleeve 11-13 is connected to the power engagement sleeve 11-11, thus forming a planetary reduction structure.

[0053] like Figure 3-4As shown, it also includes a piston 11-14 and a shift push rod 11-17; the shift push rod 11-17 is mounted on the shift push rod mounting base 11-16 and fixed by the limiting component 11-15; the shift push rod 11-17 can move axially under the action of external power, and can be accurately limited by the limiting component 11-15; the piston 11-14 is mounted on the piston mounting base 11-18 and connected to the shift push rod 11-17; the piston 11-14 moves axially through the shift push rod 11-17; the number of shift push rods 11-17 is not less than one.

[0054] like Figure 9 As shown, the power input gear shaft 11-1 includes a spline shaft 11-1a, planetary meshing teeth 11-1b, and active power engagement teeth 11-1c; the spline shaft 11-1a is connected to the input flange 11-2, and the planetary meshing teeth 11-1b mesh with the planetary gear 11-5.

[0055] like Figure 8 As shown, the sliding engagement sleeve 11-13 includes engagement sleeve teeth 11-13a, a thrust plane 11-13b, and end face sliding teeth 11-13c; the thrust plane 11-13b is in contact with the end face of the piston 11-14; under the action of the piston 11-14, the housing moves axially; the engagement sleeve teeth 11-13a engage / disengage with the gear ring support 11-10 through the piston 11-14.

[0056] like Figure 7 As shown, a power engagement sleeve 11-11 is fixedly provided on the end face of the sliding engagement sleeve 11-13 away from the end face of the sliding tooth 11-13c. The power engagement sleeve 11-11 includes an engagement sleeve base 11-11a, a passive power engagement tooth 11-11b, and a power engagement external gear 11-11c. The passive power engagement tooth 11-11b and the power engagement external gear 11-11c are respectively engaged or disengaged with the power engagement internal gear ring 11-19a on the right planetary carrier 11-19 and the active power engagement tooth 11-1c on the power input gear shaft 11-1 through the piston 11-14.

[0057] like Figure 6 As shown, it also includes a transfer case shift assembly cover 11-12; the transfer case shift assembly cover 11-12 includes a cover body 11-12b, a mounting flange 11-12a disposed on the outer ring of the cover body 11-12b, and end face fixing teeth 11-12c disposed on the inner ring of the cover body 11-12b; the mounting flange 11-12a is fixed to the side of the transfer case housing 11-22; the end face sliding teeth 11-13c of the sliding engagement sleeve teeth 11-13 engage / disengage with the end face fixing teeth 11-12c through the piston 11-14.

[0058] like Figure 3-4As shown, a drive gear 11-7 is fixedly installed between the outer circumference of the left planetary carrier 11-3 and the bearing housing 11-9 by a threaded fastener 11-8.

[0059] like Figure 3-4 As shown, the left planetary carrier 11-3 and the right planetary carrier 11-19 are positioned by a locating pin 11-21 and axially fixed by a threaded fastener 11-20.

[0060] The transfer case shifting principle of the drive axle with the above-mentioned integrated multi-speed transfer case:

[0061] When the transfer case is in low gear, such as Figure 3 As shown, at this time, the power engagement sleeve 11-11 and the sliding engagement sleeve tooth 11-13 move to the right under the action of the piston 11-14; at this time, the power engagement sleeve 11-11 is disconnected from the power engagement internal gear ring 11-19a on the right planetary carrier 11-19 and the driving power engagement tooth 11-1c on the power input gear shaft 11-1; the sliding engagement sleeve tooth 11-13 meshes with the gear ring support 11-10, and at the same time, its end face sliding tooth 11-13c meshes with the end face fixed tooth 11-12c on the transfer case shift assembly cover 11-12 to fix the gear ring support, so that the power input from the power input gear shaft 11-1 passes through a first-stage planetary reduction, and then through the left planetary carrier 11-3 to transmit the power to the driving gear 11-7, and finally the driving gear 11-7 transmits the power to other parts of the axle.

[0062] When the transfer case is in high gear, such as Figure 4 As shown, at this time, the power engagement sleeve 11-11 and the sliding engagement sleeve tooth 11-13 move to the left under the action of the piston 11-14; at this time, the power engagement sleeve 11-11 meshes with the power engagement internal gear ring 11-19a on the right planetary carrier 11-19 and the driving power engagement tooth 11-1c on the power input gear shaft 11-1; the sliding engagement sleeve tooth 11-13 is disconnected from the gear ring support 11-10, and at the same time, its end face sliding tooth 11-13c does not contact the end face fixed tooth 11-12c on the transfer case shift assembly cover 11-12. At this time, the gear ring support 11-10 can rotate freely in the circumference, so that the power input from the power input gear shaft 11-1 is directly transmitted to the driving gear 11-7 through the left planetary carrier 11-3 without passing through the first-stage planetary reduction, and then transmitted to other parts of the axle by the driving gear 11-7.

[0063] The above description is only a preferred embodiment of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the technical principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A drive axle integrating a multi-speed transfer case, characterized in that, It includes a transfer case assembly (1), an axle housing (3), a main reducer (2) located in the middle of the axle housing (3) and connected to the transfer case assembly (1), brakes (4) located at both ends of the axle housing (3), and wheel rim assemblies (5); The transfer case assembly (1) includes an idler wheel (12), a shift assembly (11), an output gear (13), an intermediate shaft (16), a power switch (15), and a power output flange (14). The idler wheel (12) is engaged with the shift assembly (11) and the output gear (13) at both ends, respectively. The output gear (13) is splined to the intermediate shaft (16) at its center hole and selectively connected to the power output flange (14) via the power switch (15) on the side away from the intermediate shaft (16). The main reducer (2) includes an inter-shaft differential (21) connected to the intermediate shaft (16), a cylindrical gear (22) connected to the inter-shaft differential (21), and a through shaft (23); The shift assembly (11) includes a power input gear shaft (11-1), an input flange (11-2) splinedly connected to the power input gear shaft (11-1), a left planetary carrier (11-3), a right planetary carrier (11-19), a planetary gear (11-5), a gear ring support (11-10), a gear ring (11-6) splinedly connected to the gear ring support (11-10), a sliding meshing sleeve (11-13), and a power engagement sleeve (11-11). The power input gear shaft (11-1) meshes with a plurality of planetary gears (11-5) mounted on the left planetary carrier (11-3) and the right planetary carrier (11-19) via the planetary gear shaft (11-4). The plurality of planetary gears (11-5) mesh with the gear ring (11-6). The gear ring support (11-10) meshes with the sliding engagement sleeve (11-13). The sliding engagement sleeve (11-13) is connected to the power engagement sleeve (11-11). It also includes a piston (11-14) and a shift lever (11-17); the shift lever (11-17) is disposed on a shift lever mounting base (11-16) and fixed by a limiting assembly (11-15); the piston (11-14) is disposed on a piston mounting base (11-18) and connected to the shift lever (11-17); The power input gear shaft (11-1) includes a spline shaft (11-1a), planetary meshing teeth (11-1b), and active power engagement teeth (11-1c); The spline shaft (11-1a) is connected to the input flange (11-2), and the planetary meshing teeth (11-1b) mesh with the planetary gear (11-5); The sliding meshing sleeve teeth (11-13) include meshing sleeve teeth (11-13a), thrust plane (11-13b), and end face sliding teeth (11-13c); The thrust plane (11-13b) is in contact with the end face of the piston (11-14), and the meshing sleeve teeth (11-13a) engage / disengage with the gear ring bracket (11-10) through the piston (11-14); The sliding meshing sleeve (11-13) has a power engagement sleeve (11-11) fixedly provided on the end face of the side away from the end face sliding tooth (11-13c). The power engagement sleeve (11-11) includes an engagement sleeve base (11-11a), a passive power engagement tooth (11-11b), and a power engagement external gear (11-11c). The passive power engagement gear (11-11b) and the power engagement external gear (11-11c) are respectively engaged or disengaged with the power engagement internal gear ring (11-19a) on the right planetary carrier (11-19) and the active power engagement gear (11-1c) on the power input gear shaft (11-1) through the piston (11-14).

2. The drive axle with an integrated multi-speed transfer case as described in claim 1, characterized in that, It also includes a transfer case shift assembly cover (11-12); the transfer case shift assembly cover (11-12) includes a cover body (11-12b), a mounting flange (11-12a) disposed on the outer ring of the cover body (11-12b), and end face fixing teeth (11-12c) disposed on the inner ring of the cover body (11-12b); The mounting flange (11-12a) is fixed to the side of the transfer case housing (11-22); the end face sliding teeth (11-13c) of the sliding engagement sleeve (11-13) engage / disengage with the end face fixed teeth (11-12c) through the piston (11-14).

3. The drive axle with an integrated multi-speed transfer case as described in claim 2, characterized in that, The outer circumference of the left planetary carrier (11-3) and the bearing housing (11-9) are fixedly connected by a drive gear (11-7) through a threaded fastener (11-8).

4. The drive axle with an integrated multi-speed transfer case as described in claim 3, characterized in that, The left planetary carrier (11-3) and the right planetary carrier (11-19) are positioned by a locating pin (11-21) and axially fixed by a threaded fastener (11-20).

5. The drive axle with an integrated multi-speed transfer case as described in claim 4, characterized in that, The braking types of the brake (4) include disc brake, drum brake, and wet brake.

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