Drive axle main reducer assembly with power switching function

Abstract

The drive axle main speed reducer assembly with the power switching function comprises a speed reducer shell, a through shaft is arranged in the speed reducer shell, the lower end of the through shaft is connected with an output flange, and the upper end of the through shaft is sleeved with a sliding meshing sleeve and a first gear. A sliding shifting fork is arranged on the sliding meshing sleeve, and the first gear is matched with the sliding meshing sleeve through the sliding shifting fork; the first gear is meshed with the second gear; and the second gear is sleeved and fixed on the third gear shaft. The power switching module is integrally arranged on the through shaft in the main speed reducer of the drive axle, meanwhile, the overall arrangement structure of the axle is not affected, the power switching module is located on an axle transmission system, and high-accuracy power switching of the main speed reducer of the drive axle is achieved.

Description

Technical Field

[0001] The utility model relates to the technical field of a main reducer assembly of a commercial vehicle, in particular to a drive axle main reducer assembly with a power switching function. Background Art

[0002] With the continuous development of commercial vehicle technology, high power and low energy consumption requirements have become the main development trend of the new generation of commercial vehicles. This is an important guarantee for the high adaptability of commercial vehicles, especially for heavy-duty commercial vehicles.

[0003] Most of the existing conventional heavy-duty commercial vehicles adopt a double-drive axle final reducer structure to improve the vehicle's carrying capacity and driving ability. However, when the vehicle is in a light-load and high-speed condition, the double-drive axle final reducer will cause the vehicle to have excess power, resulting in waste, causing the vehicle's energy consumption to rise sharply and the economy of vehicle use to decline. Therefore, while ensuring the excellent vehicle carrying and driving performance, it is very necessary to design a drive axle final reducer with a power switching function. Most of the existing drive axle final reducer power switching devices adopt an external structure with a relatively complex structure. At the same time, the power switching efficiency is low, and the reliability and convenience of use and maintenance are generally low, which makes it difficult to meet the development and use needs of heavy-duty commercial vehicles. Utility Model Content

[0004] In order to solve the above problems existing in the prior art, the utility model provides a drive axle main reducer assembly with a power switching function. By integrating a power switching structure on the through shaft of the drive axle main reducer assembly, the drive axle power is switched efficiently and reliably, which not only solves the power shortage and distribution problems of heavy commercial vehicles in heavy-load and harsh working conditions, but also improves the fuel economy of the vehicle in light-load and high-speed working conditions. The technical problem to be solved by the utility model is achieved through the following technical solutions:

[0005] A driving axle main reducer assembly with a power switching function comprises a reducer housing, a through shaft is arranged in the reducer housing, the lower end of the through shaft is connected to an output flange, and the upper end is sleeved with a sliding engagement sleeve and a first gear; a sliding fork is arranged on the sliding engagement sleeve, and the first gear cooperates with the sliding engagement sleeve through the sliding fork; the first gear is meshed with the second gear; and the second gear is sleeved and fixed on a third gear shaft.

[0006] Furthermore, the inner wall of the sliding engagement sleeve has a sliding engagement sleeve spline and the end face has concave teeth. The sliding engagement sleeve is connected to the through shaft through the sliding engagement sleeve spline. The end face of the first gear has convex teeth. The concave teeth and the convex teeth are adapted to each other. Under the action of the sliding fork, the concave teeth and the convex teeth can engage or disengage.

[0007] Furthermore, the outer periphery of the sliding engagement sleeve has a groove, one end of the sliding fork is fixedly sleeved on the sliding engagement sleeve and located in the groove, and the other end is movably sleeved on the fixed shaft, both ends of the fixed shaft are connected to the reducer housing, and a pressure switch is provided at the other end of the sliding fork, and the movement of the sliding fork is controlled by the pressure switch.

[0008] Furthermore, a return spring is installed on the fixed shaft between the other end of the sliding fork and the reducer housing.

[0009] Furthermore, a rolling assembly is arranged between the first gear and the through shaft.

[0010] Furthermore, the rolling assembly is a single-row or multi-row needle roller bearing.

[0011] Beneficial effects of the utility model:

[0012] 1. By integrating the power switching module on the through shaft in the main reducer of the drive axle without affecting the overall layout structure of the axle, the power switching module is located on the axle transmission system to achieve high-precision power switching of the drive axle, which not only solves the power shortage and distribution problems of heavy-duty commercial vehicles in heavy-load and harsh working conditions, but also improves the fuel economy of the vehicle under light-load and high-speed working conditions;

[0013] 2. Through the axial movement of the sliding engagement sleeve, power transmission and interruption can be achieved in cooperation with the sliding engagement sleeve and the first gear, thereby realizing rapid switching of the axle drive mode; and the structure of the power switching module is relatively simple, and the convenience of use and maintenance is high, thereby greatly improving the overall structure and operational reliability of the product.

[0014] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a structural schematic diagram of the utility model;

[0016] Figure 2 It is a structural schematic diagram of the power switching module of the utility model;

[0017] Figure 3 It is a structural schematic diagram of a sliding engagement sleeve;

[0018] Figure 4 is a schematic structural diagram of the first gear;

[0019] Figure 5 This is a schematic diagram of another input method of the present invention.

[0020] Description of reference numerals:

[0021] 1-reducer housing; 2-through shaft; 3-spline sleeve; 4-output flange; 5-sliding meshing sleeve; 6-first gear; 7-rolling assembly; 8-sliding fork; 9-second gear; 10-third gear shaft; 11-fixed shaft; 12-pressure switch; 13-reset spring; 5-1-sliding meshing sleeve spline; 5-2-concave tooth; 5-3-groove; 6-1-convex tooth. DETAILED DESCRIPTION

[0022] The present invention is further described in detail below in conjunction with specific embodiments, but the implementation methods of the present invention are not limited thereto.

[0023] See also Figure 1 to Figure 4 The embodiment of the utility model provides a driving axle main reducer assembly with a power switching function, wherein the driving axle main reducer assembly specifically comprises a reducer housing 1, wherein a through shaft 2 is arranged in the reducer housing 1, wherein the lower end of the through shaft 2 is connected with an output flange 4 through a spline sleeve 3, and a sliding engagement sleeve 5 and a first gear 6 are sleeved on the upper end, and a rolling assembly 7 is arranged between the first gear 6 and the through shaft 2; a sliding fork 8 is arranged on the sliding engagement sleeve 5, and the sliding fork 8 can drive the sliding engagement sleeve 5 to move axially along the through shaft 2 under the action of an external force, the first gear 6 is located at the lower end of the sliding engagement sleeve 5 and can be engaged or separated with the sliding engagement sleeve 5 under the action of the sliding fork 8, and the rolling assembly 7 arranged between the first gear 6 and the through shaft 2 is a single-row or multi-row needle bearing, thereby reducing the friction between the two and improving their service life. The first gear 6 is meshed with the second gear 9, and the second gear 9 is fixed on the third gear shaft 10 by a spline connection; the sliding engagement sleeve 5, the sliding fork 8, the first gear 6 and the second gear 9 cooperate together to form a power switching module.

[0024] In the embodiment of the utility model, the first gear 6 and the second gear 9 are both cylindrical gears, and the third gear shaft 10 is an active bevel gear shaft.

[0025] Specifically, the inner wall of the sliding meshing sleeve 5 has a sliding meshing sleeve spline 5-1 and the end face has a concave tooth 5-2. The sliding meshing sleeve 5 is connected to the through shaft 2 through the sliding meshing sleeve spline 5-1. The end face of the first gear 6 has a convex tooth 6-1. The concave tooth 5-2 and the convex tooth 6-1 are adapted to each other. Under the action of the sliding fork 8, the concave tooth 5-2 and the convex tooth 6-1 can be engaged or separated, thereby realizing the rapid switching of the axle drive mode.

[0026] Specifically, the outer periphery of the sliding engagement sleeve 5 has a groove 5-3, one end of the sliding fork 8 is sleeved and fixed on the sliding engagement sleeve 5 and located in the groove 5-3, and the other end is movably sleeved on the fixed shaft 11 and connected to the external power, and both ends of the fixed shaft 11 are connected to the reducer housing. At the same time, a pressure switch 12 is provided at the other end of the sliding fork 8, and the pressure switch 12 is sleeved on the fixed shaft 11 and connected to the sliding fork 8. The opening and closing of the pressure switch 12 controls the on and off of the power, thereby controlling the action of the sliding fork 8, that is, realizing the axial push or reset of the sliding engagement sleeve 5.

[0027] Specifically, in order to achieve smooth resetting of the sliding engagement sleeve 5, a resetting spring 13 is installed on the fixed shaft 11 between the other end of the sliding fork 8 and the reducer housing. When the sliding fork 8 is acted upon by an external force and drives the sliding engagement sleeve 5 to engage with the first gear 6, the resetting spring 13 is compressed. When the sliding fork 8 loses the external force, the resetting spring 13 is reset, thereby driving the sliding engagement sleeve 5 and the sliding fork 8 to reset together. The entire resetting process does not require the aid of auxiliary tools or external force, and the resetting can be completed only by relying on the spring, which is simple and effective.

[0028] In an embodiment of the utility model, the external power is one of liquid pressure or gas pressure, and usually the power system of the commercial vehicle itself is used to provide power for the sliding fork, that is, the pipeline outside the pressure switch is connected to the power system pipeline of the commercial vehicle itself.

[0029] It should be noted that the structure of the drive axle main reducer assembly other than that involved in the present application and the connection relationship of the remaining structures are the same as those in the prior art, and the embodiments of the present utility model will not be repeated here.

[0030] The power switching process of the drive axle final reducer assembly is as follows:

[0031] In the power transmission state, that is, when the sliding fork 8 makes the sliding meshing sleeve 5 mesh with the first gear 6 under the action of external power, the power generated by the transmitter and the gearbox is first transmitted to the third gear shaft 10, and the second gear 9 fixed to the third gear shaft 10 rotates accordingly, thereby driving the first gear 6 meshing with the second gear 9 to rotate, and the first gear 6 drives the sliding meshing sleeve 5 to perform meshing transmission, thereby transmitting the power to the through shaft 2 fixed to the sliding meshing sleeve 5, and at the same time, the through shaft 2 transmits the power to the output flange 4 through the spline sleeve 3, so that the power is input at one end and output at both ends, that is, the input is through the third gear shaft 10, and the middle bridge connected to the third gear shaft 10 and the rear bridge connected to the output flange 4 are output at the same time. At this time, the middle bridge and the rear bridge are driven at the same time, which meets the power requirements of commercial vehicles in heavy-load harsh working conditions.

[0032] When the power is in the disconnected state, that is, the pressure switch 12 of the sliding fork 8 is closed, the sliding fork 8 has no external power and drives the sliding meshing sleeve 5 to return to its original position under the action of the return spring 13, and the sliding meshing sleeve 5 is separated from the first gear 6. At this time, the power generated by the engine and the gearbox is only output through the third gear shaft 10, realizing the power input at one end and output at the other end, that is, input through the third gear shaft 10 and output through the third gear shaft 10. At this time, only the middle bridge is driven, thereby improving the fuel economy of the vehicle under light load and high-speed conditions.

[0033] Also, see Figure 5 Due to the limited installation space, the power input end of the drive axle can also be set on the through shaft 2 to bear the power generated by the transmitter and the gearbox. In the power transmission state, that is, the sliding fork 8 makes the sliding engagement sleeve 5 mesh with the first gear 6 under the action of the external power, and the through shaft 2 rotates to drive the sliding engagement sleeve 5 to rotate, and the sliding engagement sleeve 5 meshes with the first gear 6 for transmission, and the first gear 6 drives the second gear 9 to rotate, thereby transmitting the power to the third gear shaft 10 fixed to the second gear 9. At the same time, the through shaft 2 transmits the power to the output flange 4 through the spline sleeve 3, realizing the input of power at one end and the output of power at both ends, that is, the input is through the through shaft 2, and the third gear shaft 10 and the output flange 4 are output at the same time. At this time, the middle bridge and the rear bridge are driven at the same time.

[0034] When the power is in the disconnected state, that is, the pressure switch 12 of the sliding fork 8 is closed, the sliding fork 8 has no external power and drives the sliding engagement sleeve 5 to return to its original position under the action of the return spring 13, and the sliding engagement sleeve 5 is separated from the first gear 6. At this time, the power generated by the engine and the gearbox is only output through the output flange 4 connected to the through shaft 2, realizing the power input at one end and output at the other end, that is, input through the through shaft 2 and output by the output flange 4. At this time, only the rear axle is driven.

[0035] It should be noted that the parts and their part connection relationships of the drive axle total reducer assembly installed under restricted installation environment conditions are exactly the same as those of the drive axle total reducer assembly installed normally, with only slight differences in appearance.

[0036] The above contents are further detailed descriptions of the present invention in combination with specific preferred implementations, and the specific implementation of the present invention cannot be considered to be limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, which should be regarded as falling within the protection scope of the present invention.

Claims

1. A drive axle final reducer assembly with power switching function, characterized in that: It includes a reducer housing, in which a through shaft is arranged, the lower end of the through shaft is connected to an output flange, and the upper end is sleeved with a sliding engagement sleeve and a first gear; a sliding fork is arranged on the sliding engagement sleeve, and the first gear cooperates with the sliding engagement sleeve through the sliding fork; the first gear is meshed with the second gear; and the second gear is sleeved and fixed on the third gear shaft.

2. The drive axle final reducer assembly with power switching function according to claim 1, characterized in that: The inner wall of the sliding engagement sleeve has a sliding engagement sleeve spline and the end face has concave teeth. The sliding engagement sleeve is connected to the through shaft via the sliding engagement sleeve spline. The end face of the first gear has convex teeth. The concave teeth and the convex teeth are adapted to each other. Under the action of the sliding fork, the concave teeth and the convex teeth can engage or disengage.

3. The drive axle final reducer assembly with power switching function according to claim 2, characterized in that: The outer periphery of the sliding engagement sleeve has a groove, one end of the sliding fork is fixedly sleeved on the sliding engagement sleeve and located in the groove, and the other end is movably sleeved on the fixed shaft, both ends of the fixed shaft are connected to the reducer housing, and a pressure switch is provided at the other end of the sliding fork, and the action of the sliding fork is controlled by the pressure switch.

4. The drive axle final reducer assembly with power switching function according to claim 3, characterized in that: A return spring is installed on the fixed shaft between the other end of the sliding fork and the reducer housing.

5. The drive axle final reducer assembly with power switching function according to claim 1, characterized in that: A rolling assembly is arranged between the first gear and the through shaft.

6. The drive axle final reducer assembly with power switching function according to claim 5, characterized in that: The rolling assembly is a single-row or multi-row needle roller bearing.

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