Hub reduction gearbox input gear structure and drive axle assembly
By using thrust bearings and disc spring structures in the wheel-side gearbox input gear structure, the problems of large energy loss, low transmission efficiency and complex structure in the prior art are solved, and more efficient transmission and longer life gears are achieved design.
Patent Information
- Application Number
- CN202323597701.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2023-12-28
- Publication Date
- 2024-12-13
- Estimated Expiration
- 2033-12-28
AI Technical Summary
In the existing wheel side gearbox input gear structure, the sliding friction between the thrust gasket and the input gear leads to large energy loss and low transmission efficiency. The input gear cannot maintain the optimal meshing position when it moves axially, resulting in increased noise and The transmission efficiency is reduced, the structure is complicated and the assembly efficiency is low.
An input gear structure including a transmission shaft, transmission teeth, first and second thrust bearings, disc springs and adjustment lock mother is designed. Rolling friction is achieved through the thrust bearing and disc spring structure to ensure the input gear and differential The half-axis is optimized as a component, reducing the number of parts, improving assembly efficiency, and maintaining bearing clearance and engagement position through a disc spring.
Reduces energy loss, improves transmission efficiency, reduces noise, extends gear life, and simplifies structure, improves assembly efficiency and reduces costs.
Smart Images
Figure CN222163482U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the technical field of gear driving, in particular to an input gear structure of a wheel-side reduction box and a drive axle assembly. Background Art
[0002] With the increasing depletion of petroleum energy and the demand for environmental protection, reducing energy loss, improving transmission efficiency and lightweight design of equipment are receiving more and more attention.
[0003] In a wheel-side reduction gearbox, the input gear is generally fixed and supported by two thrust washers, and an adjustment washer is added to ensure the meshing position between the input gear and another gear. In this structural form, there is sliding friction between the thrust washers and the input gear, resulting in greater energy loss and lower transmission efficiency. In this structural form, when the input gear is subjected to axial force and moves axially, the thrust washers cannot compensate for the axial movement, which will cause the input gear to deviate from the ideal meshing position, resulting in increased noise in the gear transmission process and reduced transmission efficiency. In addition, in the prior art, the input gear needs to be connected to the differential half shaft, which complicates the input gear structure and reduces assembly efficiency. In addition, the gear structure will increase noise and reduce transmission efficiency during operation due to assembly or production errors. Utility Model Content
[0004] The purpose of the utility model is to overcome the deficiencies of the prior art and provide a wheel-side reduction gearbox input gear structure and a drive axle assembly to solve the problems in the prior art of the inability to compensate for the axial movement of the input gear, low transmission efficiency, a large number of assembly parts and low assembly efficiency.
[0005] The utility model provides an input gear structure of a wheel-side reduction box, which includes: an input gear, the input gear having a transmission shaft, the transmission shaft being provided with transmission teeth, the transmission shaft on both sides of the transmission teeth being provided with a first thrust bearing and a second thrust bearing for supporting the input gear, respectively, the first thrust bearing and the second thrust bearing being provided with a first disc spring and a second disc spring on the outer sides thereof, respectively; an adjustment lock nut is also provided on the transmission shaft, which is used to axially press the first thrust bearing and the second thrust bearing against the input gear.
[0006] Furthermore, the transmission shaft and the transmission teeth are an integrated structure and are coaxially arranged; the transmission teeth are arranged at a position deviating from the center line of the transmission shaft, the end of the transmission shaft close to the transmission teeth is the first end, and the end away from the transmission teeth is the second end, and the second end is connected to the differential for power transmission.
[0007] Further, the first end is provided with the first thrust bearing, and the second end is provided with the second thrust bearing; the first disc spring is arranged on the outside of the first thrust bearing; the second disc spring is sleeved on the transmission shaft outside the second thrust bearing, and the adjustment lock nut is also sleeved on the transmission shaft and pressed on the second disc spring; the second disc spring and the adjustment lock nut do not contact the transmission shaft.
[0008] Furthermore, the second end is provided with a connecting spline for connecting to the differential.
[0009] Furthermore, a gasket is provided between the second thrust bearing and the transmission tooth.
[0010] The utility model provides a driving axle assembly, which comprises: a driving axle, wherein the left and right ends of the driving axle are respectively connected to wheel-side reduction boxes, an input gear structure is arranged in the wheel-side reduction box, the input gear structure is connected to a differential to output power, and the input gear structure is meshed and connected to an idler wheel for transmission; cantilevers are respectively fixedly arranged on the outer walls on both sides of the wheel-side reduction box, and the ends of the cantilevers are used to connect to the chassis of an automobile; the output end of the wheel-side reduction box is drivingly connected to a wheel half-axle, and the other end of the wheel half-axle is fixedly connected to a wheel hub.
[0011] Furthermore, a thrust rod is provided on the drive axle.
[0012] Furthermore, an airbag and a shock absorber are provided at one end of the cantilever connected to the automobile chassis, wherein the airbag support is connected to the automobile chassis to support the weight of the vehicle body and adjust the height of the vehicle body; the shock absorber is connected to the automobile chassis to reduce vibration when the vehicle is running.
[0013] Furthermore, brake mechanisms are respectively provided at the left and right ends of the drive axle.
[0014] Furthermore, at least one of the idler wheels is disposed in the wheel reduction box via a fixed shaft, and is distributed around the input gear structure and meshes with the input gear structure.
[0015] According to the above-mentioned embodiments, the wheel-side reduction gear box input gear structure and drive axle assembly provided by the utility model have at least the following benefits: the input gear structure optimizes the input gear and the differential half-shaft into one component, integrates the thrust bearing mounting shaft, eliminates the differential half-shaft and a retaining spring, and achieves the purpose of reducing the number of components, reducing the structural weight, improving assembly efficiency, and reducing the component development cost by optimizing the structure.
[0016] In addition, by setting thrust bearings on both sides of the input gear, sliding friction is converted into rolling friction, which reduces energy loss and improves transmission efficiency. And by using a disc spring structure, each thrust bearing can obtain a good bearing clearance during the movement process, and can keep the input gear and the mating gear in the best meshing position, achieving the purpose of reducing the noise in the gear transmission process, extending the life of the gear and achieving higher transmission efficiency.
[0017] It should be understood that the above general description and the following specific embodiments are only exemplary and illustrative and are not intended to limit the scope of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS
[0018] The following drawings are a part of the specification of the present utility model, which illustrate exemplary embodiments of the present utility model. The attached drawings and the description of the specification are used to explain the principle of the present utility model.
[0019] Figure 1 The utility model provides a schematic structural diagram of a wheel-side reduction box input gear structure.
[0020] Figure 2 The utility model provides an assembly diagram of a wheel-side reduction box input gear structure.
[0021] Figure 3 for Figure 2 Cross-sectional view at AA in the middle.
[0022] Figure 4 This is a front view of the drive axle assembly provided by the utility model.
[0023] Figure 5 This is a top view of the drive axle assembly provided by the utility model.
[0024] Description of reference numerals:
[0025] 1- input gear structure, 2- drive axle, 3- wheel side reduction box, 4- idler, 5- cantilever, 6- wheel half shaft, 7- thrust rod, 8- airbag, 9- shock absorber, 10- brake mechanism;
[0026] 101-input gear, 102-first thrust bearing, 103-second thrust bearing, 104-first disc spring, 105-second disc spring, 106-adjusting lock nut, 107-gasket;
[0027] 1011- transmission shaft, 1012- transmission gear. DETAILED DESCRIPTION
[0028] Various exemplary embodiments of the present invention are now described in detail. This detailed description should not be considered as limiting the present invention, but should be understood as a more detailed description of certain aspects, features and embodiments of the present invention.
[0029] It will be apparent to those skilled in the art that various modifications and variations may be made to the specific embodiments of the present invention without departing from the scope or spirit of the present invention. Other embodiments derived from the present invention will be apparent to those skilled in the art. The present application description and examples are merely exemplary.
[0030] The utility model provides a wheel-side reduction box input gear structure, such as Figure 1 The figure shows a schematic diagram of the input gear structure. In a specific implementation, the input gear structure includes: an input gear 101, the input gear 101 has a transmission shaft 1011, a transmission tooth 1012 is arranged on the transmission shaft 1011, and a first thrust bearing 102 and a second thrust bearing 103 for supporting the input gear 101 are respectively arranged on the transmission shaft 1011 on both sides of the transmission tooth 1012. The inner rings of the first thrust bearing 102 and the second thrust bearing 103 are sleeved on the transmission shaft 1011, and the outer rings are in contact with the inner wall of the input gear mounting hole of the wheel-side reduction box. The first thrust bearing 102 and the second thrust bearing 103 can also be used to withstand the axial force from the input gear 101.
[0031] The first disc spring 104 and the second disc spring 105 are respectively disposed on the outer sides of the first thrust bearing 102 and the second thrust bearing 103. The first disc spring 104 and the second disc spring 105 can be compressed in the axial direction and provide axial thrust, and the axial thrust is applied to the thrust bearing and the input gear 101, which can ensure the clearance between the thrust bearing and the input gear and limit the axial movement of the input gear 101, so that it can be kept in the best meshing position.
[0032] In addition, the transmission shaft 1011 is also provided with an adjustment lock nut 106, which is used to axially press the first thrust bearing 102 and the second thrust bearing 103 against the input gear 101. The outer wall of the adjustment lock nut 106 has a thread, which is used to mesh with the inner wall thread of the input gear mounting hole of the wheel-side reduction box. According to regulations, the adjustment lock nut 106 is first tightened clockwise, and then the adjustment lock nut 106 is rotated counterclockwise by two spaces to control the axial clearance to 0.25-0.35 mm.
[0033] In a specific embodiment of the utility model, the transmission shaft 1011 and the transmission tooth 1012 are an integrated structure and are coaxially arranged. In this embodiment, the transmission tooth 1012 is arranged at a position deviating from the center line of the transmission shaft 1011, that is, the transmission tooth 1012 is arranged at an end close to the transmission shaft 1011. Among them, the end of the transmission shaft 1011 close to the transmission tooth 1012 is the first end, and the end away from the transmission tooth 1012 is the second end, and the second end is connected to the differential for power transmission. In addition, the second end is provided with a connecting spline connected to the differential.
[0034] Furthermore, a first thrust bearing 102 is provided at the first end, and a second thrust bearing 103 is provided at the second end.
[0035] The first disc spring 104 is disposed on the outer side of the first thrust bearing 102 , that is, on the side of the first thrust bearing 102 close to the first end.
[0036] The second disc spring 105 is sleeved on the transmission shaft 1011 outside the second thrust bearing 103, that is, on the side of the second thrust bearing 103 close to the second end. The adjustment lock nut 106 is also sleeved on the transmission shaft 1011 and pressed against the second disc spring 105. In addition, the second disc spring 105 and the adjustment lock nut 106 do not contact the transmission shaft 1011.
[0037] When the lock nut 106 is adjusted to axially press the first thrust bearing 102 and the second thrust bearing 103 against the input gear 101 , the first disc spring 104 applies a reverse thrust to the first thrust bearing 102 ; similarly, the second disc spring 105 applies a reverse thrust to the second thrust bearing 103 .
[0038] In this embodiment, after the input gear is installed, the first disc spring 104 and the second disc spring 105 are both in a compressed state. When the input gear 101 is subjected to axial force and moves, the first disc spring 104 will be further compressed, and the force on the second disc spring 105 will be reduced, and the second disc spring 105 will deform along with the movement of the second thrust bearing 103, thereby filling the space compressed by the first disc spring 104 and preventing the axial clearance between the second thrust bearing 103 and the input gear 101 from increasing.
[0039] In a specific implementation of the present invention, a gasket 107 is provided between the second thrust bearing 103 and the transmission tooth 1012 .
[0040] The installation method of the input gear structure is as follows: first, install the gasket 107 on the transmission shaft 1011 through the second end, and then install the first thrust bearing 102 and the second thrust bearing 103 on the transmission teeth 1011 at both ends of the transmission teeth 1012. Then put the first disc spring 104 into the input gear installation hole of the wheel-side reduction box, and put the input gear 101 into the input gear installation hole, and then put the second disc spring 105 on the transmission shaft 1011 without contacting the transmission shaft. Finally, put the adjustment lock nut 106 on the transmission shaft 1011, tighten the adjustment lock nut 106 clockwise, and then rotate it counterclockwise by two grids to control the axial clearance at 0.25-0.35mm.
[0041] The utility model also provides a drive axle assembly. In a specific implementation manner, as Figure 2-5 As shown, the drive axle assembly includes: a drive axle 2, the left and right ends of the drive axle 2 are respectively connected to a wheel-side reduction box 3, an input gear structure 1 is arranged in the wheel-side reduction box 3, the input gear structure 1 is connected to the differential to output power, and the input gear structure 1 is meshed with an idler gear 4 for transmission. Specifically, the transmission shaft 1011 of the input gear structure 1 is connected to the differential for power transmission. At least one idler gear 4 is arranged in the wheel-side reduction box 3 through a fixed shaft, and is distributed around the input gear structure 1, and meshes with the transmission teeth 1012 of the input gear structure 1.
[0042] Cantilevers 5 are fixedly arranged on the outer walls of both sides of the wheel-side reduction box 3, and the ends of the cantilevers 5 are used to connect to the chassis of the automobile to play a role in supporting the chassis of the automobile.
[0043] The output end of the wheel-side reduction box 3 is drivingly connected to the wheel half-axle 6, and the other end of the wheel half-axle 6 is fixedly connected to the wheel hub. Power is output through the wheel half-axle 6 to drive the wheel hub to rotate.
[0044] In addition, a thrust rod 7 is provided on the driving axle 2 to bear the lateral force and longitudinal force when the vehicle turns sideways, so as to ensure that the vehicle can remain stable during the turning process.
[0045] In the specific implementation of the utility model, an end of the cantilever 5 connected to the chassis of the car is provided with an airbag 8 and a shock absorber 9. The airbag 8 is supported and connected to the chassis of the car to support the weight of the car body and adjust the height of the car body. In addition, the airbag 8 also has a certain vibration reduction effect, which improves driving comfort.
[0046] The shock absorber 9 is connected to the chassis of the automobile and is used to reduce the vibration when the automobile is running.
[0047] In a specific implementation of the present invention, a brake mechanism 10 is provided at the left and right ends of the drive axle 2 for braking the wheel hub.
[0048] The above description is only an illustrative specific implementation of the present invention. Without departing from the concept and principle of the present invention, any equivalent changes and modifications made by those skilled in the art should fall within the scope of protection of the present invention.
Claims
1. A wheel-side reduction box input gear structure, characterized in that: The input gear structure comprises: an input gear (101), the input gear (101) having a transmission shaft (1011), the transmission shaft (1011) being provided with transmission teeth (1012), the transmission shaft (1011) being provided with a first thrust bearing (102) and a second thrust bearing (103) for supporting the input gear (101) on both sides of the transmission teeth (1012), and the first disc spring (104) and the second disc spring (105) being provided on the outer sides of the first thrust bearing (102) and the second thrust bearing (103) respectively; The transmission shaft (1011) is also provided with an adjustment lock nut (106) for axially pressing the first thrust bearing (102) and the second thrust bearing (103) against the input gear (101).
2. The wheel-side reduction gearbox input gear structure according to claim 1 is characterized in that: The transmission shaft (1011) and the transmission gear (1012) are an integrated structure and are coaxially arranged; The transmission tooth (1012) is arranged at a position deviating from the center line of the transmission shaft (1011); the end of the transmission shaft (1011) close to the transmission tooth (1012) is a first end, and the end away from the transmission tooth (1012) is a second end; the second end is connected to a differential for power transmission.
3. The wheel-side reduction gearbox input gear structure according to claim 2 is characterized in that: The first end portion is provided with the first thrust bearing (102), and the second end portion is provided with the second thrust bearing (103); The first disc spring (104) is arranged on the outside of the first thrust bearing (102); The second disc spring (105) is sleeved on the transmission shaft (1011) outside the second thrust bearing (103), and the adjustment lock nut (106) is also sleeved on the transmission shaft (1011) and pressed against the second disc spring (105); The second disc spring (105) and the adjustment lock nut (106) are not in contact with the transmission shaft (1011).
4. The wheel-side reduction box input gear structure according to claim 2, characterized in that: The second end portion is provided with a connecting spline for connecting with the differential.
5. The wheel reduction box input gear structure according to claim 1, characterized in that: A gasket (107) is provided between the second thrust bearing (103) and the transmission tooth (1012).
6. A drive axle assembly, characterized in that: The drive axle assembly comprises: a drive axle (2), the left and right ends of the drive axle (2) are respectively connected to wheel-side reduction gear boxes (3), the wheel-side reduction gear box (3) is provided with a wheel-side reduction gear box input gear structure as claimed in any one of claims 1 to 5, the input gear structure (1) is connected to a differential to output power, and the input gear structure (1) is meshedly connected to an idler gear (4) for transmission; Cantilevers (5) are fixedly arranged on the outer walls of both sides of the wheel-side reduction box (3), and the ends of the cantilevers (5) are used to connect to the chassis of the automobile; The output end of the wheel reduction box (3) is drivingly connected to a wheel half-axle (6), and the other end of the wheel half-axle (6) is fixedly connected to a wheel hub.
7. The drive axle assembly according to claim 6, characterized in that: The drive axle (2) is provided with a thrust rod (7).
8. The drive axle assembly according to claim 6, characterized in that: An air bag (8) and a shock absorber (9) are provided at one end of the cantilever (5) connected to the automobile chassis, wherein: The airbag (8) is supported and connected to the chassis of the automobile, and is used to support the weight of the vehicle body and adjust the height of the vehicle body; The shock absorber (9) is connected to the chassis of the automobile and is used to reduce vibration when the automobile is running.
9. The drive axle assembly according to claim 6, characterized in that: Braking mechanisms (10) are also provided at the left and right ends of the drive axle (2), respectively.
10. The drive axle assembly according to claim 6, characterized in that: At least one of the idler wheels (4) is arranged in the wheel-side reduction gearbox (3) via a fixed shaft, and is distributed around the input gear structure (1) and meshes with the input gear structure (1).