A transmission one-axis two-axis connecting mechanism and a working method thereof

Abstract

This invention discloses a first-shaft and second-shaft connection mechanism for a transmission and its working method, belonging to the field of transmission technology. It includes two shafts; each second shaft has a cylindrical roller bearing without an outer ring mounted on its shaft end; a first shaft has an inner bore through which the cylindrical roller bearing without an outer ring is connected; the first shaft is fixedly connected to a clutch housing via the first shaft bearing; a front end cover is provided on one side of the clutch housing; a first shaft gear is provided on the other side of the clutch housing, and the first shaft gear is sleeved outside the first shaft; a second shaft overdrive gear is loosely fitted on the outer ring of the second shaft; a gear seat is provided between the second shaft overdrive gear and the first shaft gear; a sliding sleeve is fitted on the outer ring of the gear seat. The first-shaft assembly, second-shaft assembly, and connection structure provided by this invention solve the problem of not being able to arrange a cylindrical roller bearing without an outer ring on the second shaft end when there is no radial space, thus improving the overall reliability of the transmission.

Description

Technical Field

[0001] This invention belongs to the field of transmission technology and relates to a transmission shaft-two shaft connection mechanism and its working method. Background Technology

[0002] As the commercial vehicle market matures, the market share of AMT (Automated Manual Transmission) is increasing. Compared to traditional mechanical transmissions, AMT offers superior comfort and fuel economy, but also places higher demands on the overall reliability of the transmission. In dual intermediate shaft mechanical transmissions, the first and second shafts are typically connected radially using a second shaft guide sleeve, which is prone to wear and failure. In medium-duty truck AMTs, to improve product reliability, roller bearings are used to connect the first and second shafts. However, due to the limited center distance and radial space, conventional designs cannot accommodate this arrangement.

[0003] Especially for medium-duty AMTs in the 750Nm-1200Nm torque range, due to the small center distance and overall gearbox size, when the first shaft and the first shaft gear adopt a split structure, the conventional design has insufficient radial space. The first shaft and the second shaft can only be connected by the second shaft guide sleeve. Due to the floating design of the second shaft gear, there will be uneven load distribution and fluctuations between the two intermediate shafts during actual operation, which will lead to wear and failure of the second shaft guide sleeve and reduce the overall gearbox reliability. Summary of the Invention

[0004] The purpose of this invention is to solve the technical problem that the design and connection method of the first and second shafts in the prior art easily leads to the wear and failure of the second shaft guide sleeve, thereby affecting the reliability of the entire gearbox, and to provide a gearbox first and second shaft connection mechanism and its working method.

[0005] To achieve the above objectives, the present invention employs the following technical solution:

[0006] In a first aspect, the present invention provides a transmission shaft-two-shaft connection mechanism, comprising two shafts; a cylindrical roller bearing without an outer ring is mounted on the shaft head of the two shafts; an inner hole is formed in the first shaft, and the cylindrical roller bearing without an outer ring is connected to the first shaft through the inner hole; the first shaft is fixedly connected to a clutch housing through the first shaft bearing; a front end cover is provided on one side of the clutch housing; a first shaft gear is provided on the other side of the clutch housing, and the first shaft gear is sleeved on the outside of the first shaft; a second shaft overdrive gear is loosely fitted on the outer ring of the second shaft; a gear seat is provided between the second shaft overdrive gear and the first shaft gear; a sliding sleeve is fitted on the outer ring of the gear seat.

[0007] Furthermore, a front cover gasket is provided between the front cover and the clutch housing for sealing purposes; the outer ring of the first shaft bearing is also provided with a first shaft bearing retaining ring, which is located on one side of the clutch housing, and a gap is left between the first shaft bearing retaining ring and the front cover.

[0008] Furthermore, the cylindrical roller bearing without an outer ring is provided with a shaft elastic retaining ring and a spacer at both ends, with the spacer positioned closer to the gear seat. The spacer has an L-shaped cross-section, with its small end tightly attached to the cylindrical roller bearing without an outer ring. The outer diameter of the small end of the spacer is smaller than the outer diameter of the inner ring of the cylindrical roller bearing without an outer ring. The two ends of the overspeed gear of the second shaft are provided with a first spline washer and a second spline washer, respectively. A retaining ring is also provided between the gear of the first shaft and the gear seat.

[0009] Furthermore, a hexagonal key is also fitted around the two shafts, and the hexagonal key is located inside the overdrive gear of the two shafts.

[0010] Furthermore, the inner spline front section, retaining ring groove, inner spline rear section, and tool relief groove are sequentially provided inside the gear; the end of the tool relief groove is connected to the inner hole of the gear through the conical surface of the inner hole; the diameter of the inner hole of the gear is smaller than the diameter of the tool relief groove; a retaining ring is installed in the retaining ring groove; a retaining ring removal groove is also provided on the retaining ring groove.

[0011] Furthermore, a gear spacer is provided between one side of the bearing and the gear, and a nut is installed on the other side of the bearing; the rear section of the gear spacer has an annular protrusion, and the cross-section of the gear spacer is L-shaped; the diameter of the hole in the rear section of the gear spacer is larger than the diameter of the hole in the front section of the gear spacer; an oil groove is provided on the side wall of the gear spacer; a through hole is also provided on the side wall of the shaft as a shaft oil hole, and lubricating oil can enter the shaft oil hole through the oil groove to lubricate the cylindrical roller bearing without an outer ring.

[0012] Furthermore, the internal splines of both the front and rear sections of the internal spline of the first-axis gear are produced using a gear shaping process. The front and rear sections of the internal spline of the first-axis gear have the same structure but different minor diameters, with the minor diameter of the front section being larger than that of the rear section. The gap between the retaining ring and the retaining ring groove of the first-axis gear is greater than the gap between the spacer and the first-axis gear.

[0013] Furthermore, a shaft spline is provided on the outside of the shaft; a shaft rear end stop is provided at the end of the inner hole of the shaft.

[0014] Furthermore, both the dual-shaft overdrive gear and the primary shaft gear are provided with external splines, and the external splines of the dual-shaft overdrive gear are the same as those of the primary shaft gear.

[0015] Secondly, the present invention provides a method for operating the above-mentioned transmission shaft-two-shaft connection mechanism, comprising the following steps:

[0016] When the first shaft gear is subjected to axial force and moves forward, the axial force is transmitted to the front cover housing in sequence through the first shaft gear, the first shaft gear spacer and the first shaft bearing.

[0017] When the axial force on the first shaft gear is directed backward, the axial force is transmitted to the clutch housing in sequence through the first shaft gear, the first shaft gear retaining ring, the first shaft, the first shaft nut, the first shaft bearing, and the first shaft bearing retaining ring.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] This invention discloses a transmission shaft-two-shaft connection mechanism and its working method. The shaft end of the two-shaft is externally connected to a cylindrical roller bearing without an outer ring and connected to the inner hole of the shaft. The shaft assembly, shaft assembly and connection structure provided by this invention solve the problem that the shaft end of the two-shaft cannot be equipped with a cylindrical roller bearing without an outer ring when there is no radial space, thereby improving the overall reliability of the transmission.

[0020] Furthermore, both the gear spacer and the shaft of the present invention have oil holes, and the diameter of the rear section of the gear spacer is larger than that of the front section, so that an oil collecting ring groove is formed between the rear section of the hole and the shaft. Lubricating oil can enter the oil collecting ring groove through the oil groove of the gear spacer, and then enter the inner hole of the shaft through the oil hole to lubricate the cylindrical roller bearing without an outer ring. At the same time, the friction pair between the limiting surface of the gear and the front end face of the gear can also be lubricated.

[0021] Furthermore, this invention designs the gear spacer of the first shaft gear in an L-shape, so that the front end face of the gear retainer is tightly against the rear end face of the retainer of the gear spacer. After assembly, the gap between the retainer groove and the retainer of the first shaft gear is greater than the gap between the front end face of the first shaft gear and the gear spacer. This design ensures that when the first shaft gear is subjected to forward force, the axial force is borne by the gear spacer rather than the retainer, thus improving reliability.

[0022] Furthermore, the present invention provides a spacer at the rear end of the cylindrical roller bearing without an outer ring. The spacer is also L-shaped, with the small end of the spacer facing forward and closely attached to the inner ring of the bearing. The outer diameter of the small end of the spacer is smaller than the outer diameter of the inner ring of the bearing. When disassembling the bearing, first remove the retaining ring and the shaft elastic retaining ring, push the spacer forward with the gear seat, and the spacer pushes the inner ring of the bearing forward to remove the bearing smoothly. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0025] Figure 2 This is a cross-sectional view of a shaft gear of the present invention;

[0026] Figure 3 This is a perspective view of a gear of the present invention;

[0027] Figure 4 This is a cross-sectional view of one axis of the present invention;

[0028] Figure 5 This is a schematic diagram of the structure of the gear spacer of the present invention.

[0029] Wherein: 1-First shaft gear spacer; 2-First shaft gear retaining ring; 3-Shaft elastic retaining ring; 4-First shaft; 5-First shaft gear; 6-Cylindrical roller bearing without outer ring; 7-Spacer; 8-Retaining ring; 9-Sliding sleeve; 10-Gear seat; 11-First spline washer; 12-Second shaft overdrive gear; 13-Second shaft hexagonal key; 14-Second spline washer; 15-Second shaft; 16-First shaft nut; 17-Front end cover; 18-First shaft bearing retaining ring; 19-Front end cover gasket; 20-Clutch housing; 21-First shaft bearing; 51-First shaft gear internal spline Front section; 52-Shaft 1 gear retaining ring groove; 53-Shaft 1 gear internal spline rear section; 54-Relief groove; 55-Shaft 1 gear internal hole conical surface; 56-Shaft 1 gear external spline; 57-Shaft 1 gear internal hole; 58-Retaining ring removal groove; 41-Shaft 1 oil hole; 42-Shaft 1 gear internal hole inclined surface; 43-Shaft 1 spline; 44-Chamfer; 45-Shaft 1 rear end stop; 46-Shaft 1 internal hole; 101-Oil groove; 102-Shaft 1 gear limiting surface; 103-Shaft 1 gear spacer rear section; 104-Shaft 1 gear spacer front section; 105-Retaining ring contact surface. Detailed Implementation

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0031] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0032] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0033] In the description of the embodiments of the present invention, it should be noted that if terms such as "upper," "lower," "horizontal," or "inner" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of the invention is in use, they are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, terms such as "first" and "second" are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0034] Furthermore, the use of the term "horizontal" does not imply that the component must be absolutely horizontal, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0035] In the description of the embodiments of the present invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in the present invention according to the specific circumstances.

[0036] The present invention will now be described in further detail with reference to the accompanying drawings:

[0037] See Figure 1 This invention discloses a transmission shaft-two-shaft connection mechanism, including a two-shaft 15; a cylindrical roller bearing 6 without an outer ring is installed at the shaft end of the two-shaft 15; a shaft inner hole 46 is opened in the shaft 4, and the cylindrical roller bearing 6 without an outer ring is connected to the shaft 4 through the shaft inner hole 46; the shaft 4 is fixedly connected to the clutch housing 20 through a shaft bearing 21; a front end cover 17 is provided on one side of the clutch housing 20; a shaft gear 5 is provided on the other side of the clutch housing 20, and the shaft gear 5 is sleeved on the outside of the shaft 4; a two-shaft overdrive gear 12 is loosely fitted on the outer ring of the two-shaft 15; a gear seat 10 is provided between the two-shaft overdrive gear 12 and the shaft gear 5; a sliding sleeve 9 is sleeved on the outer ring of the gear seat 10.

[0038] In one feasible embodiment of the present invention, a front cover gasket 19 is provided between the front cover 17 and the clutch housing 20 for sealing purposes; the outer ring of the first shaft bearing 21 is also provided with a first shaft bearing retaining ring 18, which is located on one side of the clutch housing 20, and a gap is left between the first shaft bearing retaining ring 18 and the front cover 17.

[0039] In one feasible embodiment of the present invention, the cylindrical roller bearing 6 without an outer ring is provided with a shaft elastic retaining ring 3 and a spacer 7 at both ends, with the spacer 7 positioned near the gear seat 10. The spacer 7 has an L-shaped cross-section, with its small end tightly attached to the cylindrical roller bearing 6 without an outer ring. The outer diameter of the small end of the spacer 7 is smaller than the outer diameter of the inner ring of the cylindrical roller bearing 6 without an outer ring. The height difference between the end face of the cage and the end face of the inner ring of the cylindrical roller bearing 6 without an outer ring is very small, almost flush. Using a bearing puller to disassemble the bearing will squeeze the cage and damage the bearing. At the same time, since the minor diameter of the spline of the gear seat 10 is smaller than the outer diameter of the cylindrical roller bearing 6 without an outer ring, the gear seat 10 will hit the bearing rollers when disassembled from the front end, damaging the bearing. To solve this problem, a spacer 7 with an L-shaped shape is provided at the rear end of the bearing, with its small end facing forward and tightly attached to the inner ring of the bearing 6. The outer diameter of the small end is smaller than the outer diameter of the inner ring of the bearing. When disassembling the bearing, the retaining ring 3 and retaining ring 2 are removed first, the gear seat is pushed forward to push the spacer, and the spacer can be directly pulled to remove the bearing inner ring. The two-axis overdrive gear 12 has a first spline washer 11 and a second spline washer 14 at both ends, which axially limit the gear 12. To avoid abnormal wear caused by excessive contact pressure on the first spline washer 11 at the front end of the gear 12, the contact height between the first spline washer 11 and the gear 12 should be as large as possible. To ensure the strength of the spline of the gear 12, the rim thickness of the spline part needs to be as large as possible. Therefore, the outer spline diameter of the gear 12 is maximized so that the tip circle diameter of the outer spline tooth is close to but smaller than the root circle diameter of the gear tooth, ensuring that the cutting tool can be deployed during gear machining. A retaining ring 8 is also provided between the gear 5 and the gear holder 10. The front and rear ends of the gear holder 10 are axially limited by the retaining ring 8 and the first spline washer 11, respectively. The inner spline of the gear holder 10 is connected to the two-axis gear 15, and the outer spline is connected to the sliding sleeve 9.

[0040] In one feasible embodiment of the present invention, a two-axis hexagonal key 13 is also sleeved on the outside of the two-axis 15, and the two-axis hexagonal key 13 is located inside the two-axis overspeed gear 12.

[0041] See Figure 2 and Figure 3 In one feasible embodiment of the present invention, the first shaft gear 5 is provided with a front section 51 of the inner spline of the first shaft gear, a retaining ring groove 52, a rear section 53 of the inner spline of the first shaft gear, and a relief groove 54 in sequence; the end of the relief groove 54 is connected to the inner hole 57 of the first shaft gear through the tapered surface 55 of the inner hole of the first shaft gear; the diameter of the inner hole 57 of the first shaft gear is smaller than the diameter of the relief groove 54; a retaining ring 2 of the first shaft gear is installed in the retaining ring groove 52; a retaining ring removal groove 58 is also provided on the retaining ring groove 52 of the first shaft gear.

[0042] See Figure 4 and Figure 5In one feasible embodiment of the present invention, a gear spacer 1 is also provided between one side of the shaft bearing 21 and the shaft gear 5, and a shaft nut 16 is installed on the other side of the shaft bearing 21; the rear section of the gear spacer 1 has an annular protrusion, and the cross section of the gear spacer 1 is L-shaped; when the shaft nut 16 is axially pre-tightened, the pre-tightening force of the nut pulls the shaft 4 forward. When an L-shaped spacer is used, the shaft 4 presses the shaft gear retainer 2 forward, and the front end face of the shaft gear retainer 2 is close to the gear spacer 1, avoiding the risk that the inner ring of the shaft gear retainer 1 is suspended when using a common spacer, and may deform or even fall out of the retainer groove 52 of the shaft gear 5 when subjected to a large axial force. The diameter of the hole in the rear section 103 of the gear spacer is larger than the diameter of the hole in the front section 104 of the gear spacer; thus forming an oil collecting ring groove between the gear spacer 1 and the shaft 4; an oil groove 101 is provided on the side wall of the gear spacer 1; a through hole is also provided on the side wall of the shaft 4 as a shaft oil hole 41, through which lubricating oil can enter the shaft oil hole 41 to lubricate the cylindrical roller bearing 6 without an outer ring through the oil groove 101.

[0043] In one feasible embodiment of the present invention, the internal splines of both the front section 51 and the rear section 53 of the internal spline of the first shaft gear are produced by gear shaping. The structures of the front section 51 and the rear section 53 are identical, except for the minor diameter. The minor diameter of the front section 51 is larger than that of the rear section 53. The front section 51 is essentially a portion of the tooth height removed from the rear section 53 to facilitate the installation and removal of the first shaft gear retaining ring 2. To ensure sufficient rim thickness for the external spline of the first shaft gear 5 to guarantee strength, the internal spline of the first shaft gear 5 cannot be machined using conventional broaching. Therefore, the inner hole of the first shaft gear is made into an irregular structure, employing a gear insert internal spline. To ensure that the axial force of the first shaft gear 5 is borne by the first shaft gear spacer 1 when it is subjected to forward force, the gap between the retaining ring 2 and the retaining ring groove 52 is larger than the gap between the first shaft gear spacer 1 and the first shaft gear 5.

[0044] In one feasible embodiment of the present invention, a shaft spline 43 is provided on the outside of the shaft 4; a shaft rear end stop 45 is provided at the end of the shaft inner hole 46. To avoid interference between the rear end spacer 7 of the cylindrical roller bearing 6 without outer ring and the shaft 4, a stop is provided at the rear end of the shaft 4, which also serves to prevent collisions. The depth of the stop is reasonably set so that the axial clearance between it and the spacer 7 is less than the axial clearance between the front end of the bearing cage and the tapered hole of the shaft, thereby solving the problem that the bearing cage may be damaged by the tapered hole of the shaft when the two shaft assemblies move forward too much during assembly into the one shaft assembly.

[0045] In one feasible embodiment of the present invention, both the dual-shaft overdrive gear 12 and the primary-shaft gear 5 are provided with external splines, and the external splines of the dual-shaft overdrive gear 12 are the same as those of the primary-shaft gear 5. To improve the overall reliability of the gearbox, the front end of the dual-shaft 15 does not use a dual-shaft guide sleeve, but is connected by a cylindrical roller bearing 6 without an outer ring. After using the bearing 21, the radial dimension of the rear end of the primary-shaft 4 increases. If both the primary-shaft gear 5 and the dual-shaft overdrive gear 12 are made with internal splines, and the sliding sleeve 9 slides directly on the dual-shaft 15, the sliding sleeve 9 will interfere with the primary-shaft 4 when shifting to direct drive. Therefore, a gear seat 10 must be added to make the splines of the primary-shaft gear 5 and the dual-shaft overdrive gear 12 external splines, and the gear seat and the gear external splines are the same.

[0046] This invention discloses a method for operating the above-mentioned transmission shaft-two-shaft connection mechanism, including the following steps:

[0047] When the first shaft gear 5 is subjected to axial force and moves forward, the axial force is transmitted to the front cover 17 housing in sequence through the first shaft gear 5, the first shaft gear spacer 1 and the first shaft bearing 21.

[0048] When the axial force on the first shaft gear 5 is directed backward, the axial force is transmitted to the clutch housing 20 in sequence through the first shaft gear 5, the first shaft gear retaining ring 2, the first shaft 4, the first shaft nut 16, the first shaft bearing 21 and the first shaft bearing retaining ring 18.

[0049] The working principle of this invention is as follows:

[0050] like Figure 1 As shown, a cylindrical roller bearing 6 without an outer ring is provided at the front end of the second shaft 15. The inner ring of the bearing 6 is connected to the shaft head of the second shaft, and the outer ring is fitted with the inner hole of the first shaft. There is a shaft elastic retaining ring 3 at the front end of the bearing and a spacer 7 at the rear end to axially limit the bearing 6. Shaft 4 and gear 5 are connected by splines. The radial height of the cylindrical roller bearing 6 without an outer ring is 7mm-8mm larger than that of the ordinary two-shaft guide sleeve. In the small center distance AMT of medium-duty card, the cylindrical roller bearing 6 without an outer ring occupies the radial space of shaft 4 and gear 5, resulting in an increase in the radial dimension of the rear end of shaft 4. If gear 5 and overspeed gear 12 of the two-shaft are both made with internal splines, and the sliding sleeve 9 slides directly on the two shafts, it will interfere with the rear end of shaft 4 when the sliding sleeve 9 slides forward. Therefore, a gear seat 10 is added. The splines of the connecting teeth of gear 5 and overspeed gear 12 of the two-shaft are both made with external splines. The external splines of gear 5, overspeed gear 12 of the two-shaft and gear seat 10 are the same. The front and rear ends of gear seat 10 are limited by retaining ring 8 and first spline pad 11, respectively. The internal spline of gear seat 10 is connected to shaft 15, and the external spline is connected to sliding sleeve 9.

[0051] When in direct drive, the shift fork pushes the sliding sleeve 9 forward, and the torque is transmitted to the second shaft 15 through the first shaft 4, the first shaft gear 5, the sliding sleeve 9, and the gear seat 10. When in overdrive, the shift fork pushes the sliding sleeve 9 backward, and the torque is transmitted to the second shaft 15 through the first shaft 4, the first shaft gear 5, the intermediate shaft transmission gear, the intermediate shaft overdrive gear, the second shaft overdrive gear 12, the sliding sleeve 9, and the gear seat 10.

[0052] like Figure 1 As shown, due to the limitation of the outer ring cylindrical roller bearing 6, the external spline 43 of shaft 4 cannot be too small, such as... Figure 2 As shown, given that the external spline 56 and internal spline 53 of the first shaft gear 5 are determined, in order to ensure that the external spline 56 of the first shaft gear has sufficient rim thickness to guarantee strength, the machining method of the internal spline 53 of the first shaft gear cannot be the conventional broaching spline (broaching splines require the internal spline to penetrate the entire inner hole), but a gear shaping process is adopted. Therefore, the inner hole of the first shaft gear is made into an irregular structure, including the front section 51 of the internal spline of the first shaft gear, the retaining ring groove 52 of the first shaft gear, the rear section 53 of the internal spline of the first shaft gear, the relief groove 54, and the conical surface 55 of the inner hole of the first shaft gear.

[0053] To ensure convenient assembly and disassembly of the retaining shaft 5, the inner diameter of the front section 51 of the internal spline of the gear 5 is larger than that of the rear section 53 of the internal spline. This design ensures that the radial clearance between the front section 51 of the internal spline and the shaft 4 is greater than the radial thickness of the retaining shaft 5, allowing the retaining shaft to be easily removed. Simultaneously, a retaining shaft disassembly groove 58 is provided on the front section 52 of the internal spline of the gear 5. During disassembly, the retaining shaft 5 can be rotated at an angle so that the shaft shaft opening faces the disassembly groove 58, providing sufficient disassembly space for the retaining shaft pliers.

[0054] When the first shaft gear 5 is subjected to an axial force moving forward, the axial force is transmitted to the front cover housing 17 through the first shaft gear 5, the first shaft gear spacer 1, and the first shaft bearing 21. When the first shaft gear 5 is subjected to an axial force moving backward, the axial force is transmitted to the clutch housing 20 through the first shaft gear 5, the first shaft gear retaining ring 2, the first shaft 4, the first shaft nut 16, the first shaft bearing 21, and the first shaft bearing retaining ring 18. If the first shaft gear spacer 1 is designed as a straight line, the inner ring of the front end face of the first shaft gear retaining ring 2 will be suspended, and the tightening torque of the first shaft nut 16 will be very large. When tightening the nut 16, the first shaft gear retaining ring 2 may be deformed or even dislodged from the first shaft gear retaining ring groove 52. Therefore, the first shaft gear spacer 1 is designed as an L-shape so that the front end face of the first shaft gear retaining ring 2 is close to the retaining ring contact surface 105 at the rear end of the first shaft gear spacer. After assembly, the gap between the retaining ring groove 502 of the first shaft gear and the retaining ring 2 is greater than the gap between the front end face of the first shaft gear and the first shaft gear spacer 1. This design ensures that when the first shaft gear 5 is subjected to force and moves forward, the axial force is borne by the first shaft gear spacer 1 rather than the first shaft gear retaining ring 2, thus improving reliability.

[0055] To ensure the strength of the external spline 56 of the primary shaft gear, the rear end of the internal spline 53 of the primary shaft gear and the relief groove 54 are designed as a conical surface. A small gap is left between the inner hole 57 of the primary shaft gear and the outer circle of the rear end of the primary shaft to avoid interference. To prevent interference between the rear spacer 7 of the cylindrical roller bearing 6 without an outer ring and the primary shaft 4, a stop 45 is provided at the rear end of the primary shaft 4. This stop also serves as a shockproof feature. The depth of the stop 45 is reasonably set to ensure that the axial clearance between the end face of the stop 45 and the spacer 7 is less than the axial clearance between the front end of the bearing cage and the conical surface 42 of the primary shaft's inner hole. This ensures that the bearing 6's cage will not be damaged by the conical hole 42 of the primary shaft if the secondary shaft assembly moves forward excessively when being assembled into the primary shaft assembly. Sufficient clearance is left between the chamfer 44 of the primary shaft 4 and the conical surface 55 of the primary shaft's inner hole. When the primary shaft gear retainer 2 is removed, the primary shaft 4 can be moved back a certain distance relative to the primary shaft gear 5, facilitating the removal of the retainer 2.

[0056] like Figure 5 As shown, the specially designed gear spacer 1 is L-shaped and has an oil groove 101. The diameter of the rear section 103 of the gear spacer is larger than that of the front section 104 of the gear spacer, so that an oil collecting ring groove is formed between the rear section and the shaft. The lubricating oil can enter the oil collecting ring groove through the oil groove of the gear spacer, and then enter the inner hole of the shaft through the oil hole 41 on the shaft 4 to lubricate the cylindrical roller bearing 6 without an outer ring. At the same time, the friction pair between the gear limiting surface 102 and the front end face of the gear can also be lubricated.

[0057] The overdrive gear 12 of the two shafts is loosely fitted on the two shafts 15, and is axially limited by the first spline pad 11 and the second spline pad 12. A gear seat 10 is provided between the gear 5 of the one shaft and the overdrive gear 12 of the two shafts. The cage end face and inner ring end face of the cylindrical roller bearing 6 without an outer ring have a very small height difference, almost flush. Using a bearing puller to disassemble the bearing will squeeze the cage and damage the bearing 6. At the same time, since the minor diameter of the spline of the gear seat 10 is smaller than the outer circle of the cylindrical roller bearing 6 without an outer ring, when the gear seat 10 is disassembled from the front end, its inner spline minor diameter will touch the roller of the bearing 6, damaging the bearing 6. Therefore, a spacer 7 is set at the rear end of the cylindrical roller bearing 6 without an outer ring. The spacer 7 is also L-shaped, so that the small end of the spacer 7 faces forward and is close to the inner ring of the bearing 6. The outer diameter of the small end of the spacer 7 is smaller than the outer diameter of the inner ring of the bearing 6. When disassembling the bearing 6, first remove the retaining ring 8 and the shaft elastic retaining ring. Then push the spacer 7 forward with the gear seat 10. The spacer 7 pushes the inner ring of the bearing 6 forward, and the bearing 6 can be easily removed.

[0058] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A transmission shaft-two-shaft connection mechanism, characterized in that, Includes two shafts (15); the shaft ends of the two shafts (15) are equipped with cylindrical roller bearings (6) without outer rings; a shaft (4) has an inner hole (46) and the cylindrical roller bearings (6) without outer rings are connected to the shaft (4) through the inner hole (46); the shaft (4) is fixedly connected to the clutch housing (20) through a shaft bearing (21); a front end cover (17) is provided on one side of the clutch housing (20); a shaft gear (5) is provided on the other side of the clutch housing (20), and the shaft... Gear (5) is sleeved on the outside of shaft (4); a second shaft overdrive gear (12) is loosely fitted on the outer ring of shaft (15); a gear seat (10) is provided between the second shaft overdrive gear (12) and the first shaft gear (5); a sliding sleeve (9) is sleeved on the outer ring of the gear seat (10); the first shaft gear (5) is provided with the first shaft gear inner spline front section (51), the first shaft gear retaining ring groove (52), the first shaft gear inner spline rear section (53) and the tool relief groove (54) in sequence; the end of the tool relief groove (54) passes through a A shaft gear inner conical surface (55) is connected to a shaft gear inner hole (57); the diameter of the shaft gear inner hole (57) is smaller than the diameter of the relief groove (54); a shaft gear retaining ring (2) is installed in the shaft gear retaining ring groove (52); a retaining ring removal groove (58) is also provided on the shaft gear retaining ring groove (52); a shaft gear spacer (1) is also provided between one side of the shaft bearing (21) and the shaft gear (5), and a shaft nut (16) is installed on the other side of the shaft bearing (21). The rear section of the gear spacer (1) has an annular protrusion, and the cross section of the gear spacer (1) is L-shaped. The diameter of the hole in the rear section (103) of the gear spacer is larger than the diameter of the hole in the front section (104) of the gear spacer. An oil groove (101) is provided on the side wall of the gear spacer (1). A through hole is also provided on the side wall of the shaft (4) as a shaft oil hole (41). Lubricating oil can enter the shaft oil hole (41) through the oil groove (101) to lubricate the cylindrical roller bearing (6) without outer ring.

2. The transmission shaft-two-shaft connection mechanism according to claim 1, characterized in that, A front cover gasket (19) is provided between the front cover (17) and the clutch housing (20) for sealing purposes; a first shaft bearing retainer (18) is also provided on the outer ring of the first shaft bearing (21), the first shaft bearing retainer (18) is located on one side of the clutch housing (20), and a gap is left between the first shaft bearing retainer (18) and the front cover (17).

3. The transmission shaft-two-shaft connection mechanism according to claim 2, characterized in that, The cylindrical roller bearing (6) without an outer ring is provided with a shaft elastic retaining ring (3) and a spacer (7) at both ends. The spacer (7) is provided on the side close to the gear seat (10). The cross-section of the spacer (7) is L-shaped. The small end of the spacer (7) is close to the cylindrical roller bearing (6) without an outer ring. The outer diameter of the small end of the spacer (7) is smaller than the outer diameter of the inner ring of the cylindrical roller bearing (6) without an outer ring. The two ends of the overspeed gear (12) of the second shaft are provided with a first spline washer (11) and a second spline washer (14). A retaining ring (8) is also provided between the gear (5) of the first shaft and the gear seat (10).

4. The transmission shaft-two-shaft connection mechanism according to claim 3, characterized in that, The two shafts (15) are also fitted with a two-shaft hexagonal key (13), which is located inside the two-shaft overdrive gear (12).

5. The transmission shaft-two-shaft connection mechanism according to claim 1, characterized in that, The internal splines of the front section (51) and rear section (53) of the internal spline of the first shaft gear are both made by gear shaping. The structures of the front section (51) and rear section (53) of the internal spline of the first shaft gear are the same but the minor diameters are different. The minor diameter of the front section (51) of the internal spline of the first shaft gear is larger than that of the rear section (53). The gap between the retaining ring (2) of the first shaft gear and the retaining ring groove (52) of the first shaft gear is larger than the gap between the spacer (1) of the first shaft gear and the first shaft gear (5).

6. The transmission shaft-two-shaft connection mechanism according to claim 5, characterized in that, A shaft spline (43) is provided on the outside of the shaft (4); a shaft rear end stop (45) is provided at the end of the inner hole (46) of the shaft.

7. A transmission shaft-two-shaft connection mechanism according to claim 6, characterized in that, Both the two-axis overdrive gear (12) and the one-axis gear (5) are provided with external splines, and the external splines of the two-axis overdrive gear (12) are the same as those of the one-axis gear (5).

8. A method of operating the transmission shaft-two-shaft connection mechanism according to any one of claims 1-7, characterized in that, Includes the following steps: When the first shaft gear (5) is subjected to axial force and moves forward, the axial force is transmitted to the front cover (17) housing in sequence through the first shaft gear (5), the first shaft gear spacer (1) and the first shaft bearing (21); When the axial force on the first shaft gear (5) is directed backward, the axial force is transmitted to the clutch housing (20) in sequence through the first shaft gear (5), the first shaft gear retainer (2), the first shaft (4), the first shaft nut (16), the first shaft bearing (21), and the first shaft bearing retainer (18).

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