Emergency gear shifting fork system

Abstract

The utility model discloses an emergency gear-shifting shifting fork system, relates to the technical field of power transmission devices, and aims to solve the problems that the load on a transmission shaft is relatively large and the transmission shaft vibrates and spreads to damage a gear-shifting shifting fork in emergency gear-shifting reconditioning. According to the emergency gear-shifting shifting fork system, the gear-shifting gear sleeve, the butt-joint gear sleeve and the emergency gear are arranged, so that the influence of environmental factors on emergency gear-shifting transmission is reduced, and the reliability of emergency gear-shifting transmission is improved; and the servicing weight of the emergency gear shifting fork structure is reduced, the load pressure of a gear shifting fork system on a power source is reduced, and the possibility that the power source of a transmission shaft is influenced by accidental transmission movement of an emergency gear shifting system is reduced. By arranging the limiting pin and the shifting fork shaft, the possibility that mechanical movement such as vibration of a transmission system spreads to emergency shifting is reduced, the possibility that the servicing state of an emergency gear shifting system fails is reduced, and the maintaining effect of the emergency function of gear shifting preparation is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of power transmission devices, in particular to an emergency shift fork system. Background Art

[0002] At present, the transmission system of construction machinery has begun to transform towards electrification. The electrified transmission system still needs the traditional manual transmission system as an emergency measure after the failure of electronic components, in order to solve the problem of weak technology in the early stage of the development of the electrified transmission system. Therefore, there is a need for an emergency shift fork system design to realize the function of emergency manual shifting in the event of failure of electronic components of the electrified transmission system.

[0003] In the prior art, due to the popularity of new energy batteries, construction machinery has more electrical assemblies to assist in power transmission. The electrical system is affected by temperature differences, collisions, etc., and the possibility of transmission failure is greatly increased, especially in the pure electric control power transmission transmission mechanism. If there is no emergency shifting when the electronic control fails, it may sometimes cause more serious impact. At present, manual or semi-automatic power transmission shifting mechanisms usually use a slotted shifting shaft to drive the shifting lever to switch the gears of the transmission shaft's gear train with different meshing groups for shifting. Under normal circumstances, the shaft driven by the shifting lever and the transmission shaft can freely switch the axial parking position. In order to reduce the space occupied by components, the gears of the power output are usually directly integrated on the transmission shaft, but the two are not directly connected, and the transmission shaft will not transmit power to the output gear. The common emergency shift gears will not be affected by the normal rotation of the transmission shaft under normal working conditions, and only play the final shift protection role when other shifting systems fail.

[0004] In the prior art, most emergency shift structures are also equipped with electrical control components to assist in sensor detection and shift motion transmission. Conventional pure mechanical control transmission has high reliability and good emergency standby effect, but there are still some problems. For example, when the connecting components used for emergency shift follow the movement of the transmission shaft, the rotation of the transmission shaft, the vibration transmission of the transmission components, etc. affect the emergency shift system. If the emergency shift system is not used for a long time, these negative damage effects accumulate and cause the emergency shift standby function to fail. In the absence of monitoring means such as feedback identification, it is easy to fail to achieve the emergency function when emergency shift action is required, causing irreparable losses.

[0005] In the prior art, for example, German invention patent DE102015107629B4 discloses a manual transmission shift fork assembly. In this invention patent, the shift fork system controls the power switching of the gear train through an "L"-shaped movably connected fork frame and a limit shaft with a limit groove. In this technical solution, there are many transmission contact mating positions and many component mating groups with mating clearances. There may be a situation where transmission errors are easily accumulated, and abnormal noises may be generated. Under the influence of the accumulated clearance impact and transmission errors, the movement on the power shaft is easily transmitted to the shift control system, causing damage to the shift structure. Utility Model Content

[0006] The utility model aims to provide an emergency shift fork system to overcome the shortcomings of the prior art, such as large load on the transmission shaft caused by emergency shift preparation and damage to the shift fork caused by transmission shaft vibration propagation.

[0007] In order to solve the above technical problems, the utility model specifically provides the following technical solutions:

[0008] An emergency shift fork system includes a transmission shaft, an emergency gear and a docking gear sleeve.

[0009] The transmission shaft is axially slidably connected to the docking gear sleeve, and the transmission shaft is circumferentially rotated to connect to the docking gear sleeve;

[0010] The docking gear sleeve is rotatably connected to a shifting gear sleeve that can drive the docking gear sleeve to slide axially. The shifting gear sleeve switches on and off to control the power of the docking gear sleeve to be transmitted to the emergency gear.

[0011] The shift gear sleeve is provided with a shift fork frame which can drive the shift gear sleeve to slide axially.

[0012] Preferably, the positions of one end surface of the docking gear sleeve and one end surface of the emergency gear correspond to each other.

[0013] Preferably, the shift gear sleeve and the docking gear sleeve are connected via an involute spline transmission, and the shift gear sleeve provides sliding friction force for the docking gear sleeve to move axially during the shift gear sleeve movement.

[0014] Preferably, a counterweight is fixedly connected to one end of the shift sleeve away from the emergency gear, and the mass distribution of the counterweight in the axial direction of the shift sleeve is uneven.

[0015] Preferably, a stress-bearing groove is provided on the shift gear sleeve, and a side wall of the stress-bearing groove transmits the axial force between the shift gear sleeve and the stress-bearing groove, and there is always a distance between the contact surface of the shift fork frame and the stress-bearing groove.

[0016] Preferably, the other end of the fork frame is fixedly connected to a fork shaft, one end of the fork shaft is provided with a limit groove, and a limit pin is slidably connected in the limit groove.

[0017] Preferably, the fork frame is rotationally connected to the fork shaft through threaded transmission, and the pitch of the fork shaft is smaller than the distance between the other end of the fork frame and the contact surface of the force groove.

[0018] Preferably, one end of the shift fork shaft is axially fixedly connected with an emergency shift rod.

[0019] As described above, the present invention has the following beneficial effects compared with the prior art:

[0020] By setting the shift gear sleeve, the docking gear sleeve and the emergency gear, the influence of environmental factors on the emergency shift transmission is reduced, and the reliability of the emergency shift transmission is improved; the curb weight of the emergency shift fork structure is reduced, and the load pressure of the shift fork system on the power source is reduced; the stability and smoothness of the emergency shift power transmission are improved; and the possibility of the accidental transmission movement of the emergency shift system affecting the power source of the transmission shaft is reduced;

[0021] By setting the limit pin and the fork shaft, the possibility of mechanical movement such as transmission system vibration spreading to the emergency shift is reduced, and the possibility of emergency shift system failure in the ready state is reduced; the possibility of emergency shift power fluctuation is reduced, the emergency function of the ready shift is maintained, and the emergency disconnection characteristics and reliability of the shift system are improved;

[0022] By providing a shift fork frame, a stress groove, a shift fork shaft and an emergency shift lever, the demand for enhanced surface quality of the friction contact surface in the shift system is reduced, the production cost of the emergency shift system is reduced, and the stability and safety of the emergency ready state are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the implementation of the utility model or the technical solution in the prior art, the following is a brief introduction to the drawings required for the implementation or the prior art description. Obviously, the drawings in the following description are only exemplary, and for ordinary technicians in this field, other implementation drawings can be derived from the provided drawings without creative work.

[0024] Figure 1 This is a schematic diagram of the overall structure of an emergency shift fork system of the utility model;

[0025] Figure 2 yes Figure 1 A local enlarged schematic diagram of the middle A;

[0026] Figure 3 It is a schematic diagram of the assembly relationship between the shift gear sleeve and the docking gear sleeve;

[0027] Figure 4 yes Figure 3 A top view schematic diagram of

[0028] Figure 5 It is a schematic diagram of the assembly relationship between the fork shaft and the limit pin;

[0029] Figure 6 yes Figure 5 Schematic diagram of the internal structure.

[0030] Reference numerals: transmission shaft 10; emergency gear 11; docking gear sleeve 12; emergency shift lever 21; shift fork shaft 22; limit pin 23; shift fork frame 24; shift gear sleeve 25; force groove 26; counterweight 31; anti-slip member 32; limit groove 33. DETAILED DESCRIPTION

[0031] In order to have a clearer understanding of the technical features, purposes and effects of the utility model, the specific implementation methods of the utility model are now described with reference to the accompanying drawings.

[0032] The specific implementation of the utility model described herein is only used to explain the purpose of the utility model, and cannot be understood as a limitation of the utility model in any way. Under the guidance of the utility model, technicians can conceive of any possible deformation based on the utility model, which should be regarded as belonging to the scope of the utility model. It should be noted that when an element is referred to as "arranged on" another element, it can be directly on the other element or there can also be a central element. When an element is considered to be "connected" to another element, it can be directly connected to the other element or there may be a central element at the same time. The terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a mechanical connection or an electrical connection, or it can be the internal communication of two elements, it can be directly connected, or it can be indirectly connected through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms can be understood according to the specific circumstances. The terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used herein are only for illustrative purposes and do not represent the only implementation method.

[0033] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those generally understood by those skilled in the art to which this application belongs. The terms used herein in the specification of this application are only for the purpose of describing specific embodiments and are not intended to limit this application. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0034] Refer to the attached Figure 1 and attached Figure 2 As shown, the utility model provides an emergency shift fork system, including a transmission shaft 10, an emergency gear 11 and a docking gear sleeve 12;

[0035] The transmission shaft 10 is axially slidably connected to the docking gear sleeve 12, and the transmission shaft 10 is circumferentially rotationally connected to the docking gear sleeve 12; the docking gear sleeve 12 rotates synchronously with the transmission shaft 10, and there are no parts that directly transmit motion between the emergency gear 11 and the transmission shaft 10. The docking gear sleeve 12 and the emergency gear 11 are arranged on the transmission shaft 10, and the docking gear sleeve 12 plays a role in preparing to provide rotational motion for gear shifting, and the emergency gear 11 serves as a transition for gear shifting power output.

[0036] The docking gear sleeve 12 is rotatably connected with a shifting gear sleeve 25 which can drive the docking gear sleeve 12 to slide axially. The shifting gear sleeve 25 disconnects and controls the power of the docking gear sleeve 12 to be transmitted to the emergency gear 11, and the shifting gear sleeve 25 cannot be separated from the synchronous rotation with the docking gear sleeve 12; the shifting gear sleeve 25 remains on the shifting gear sleeve 25 in the state of preparing for emergency shifting and follows the synchronous rotation of the shifting gear sleeve 25. In the case of emergency shifting, the shifting gear sleeve 25 slides axially downward on the docking gear sleeve 12, and the meshing teeth of the shifting gear sleeve 25 enter and cooperate with the meshing teeth of the emergency gear 11. The shifting gear sleeve 25 is meshed with the docking gear sleeve 12 and the emergency gear 11 at the same time. The shifting gear sleeve 25 synchronizes the rotation of the docking gear sleeve 12 and the emergency gear 11 to complete the emergency shifting function; after the emergency shifting is completed, the shifting gear sleeve 25 slides upward on the docking gear sleeve 12, and the shifting gear sleeve 25 is separated from the meshing transmission with the emergency gear 11 and returns to the position of the state of preparing for emergency shifting to complete the shifting and reversing function.

[0037] The shift gear sleeve 25 is provided with a shift fork frame 24 which can drive the shift gear sleeve 25 to slide axially; the shift fork frame 24 can transmit the force of the shift gear sleeve 25 moving axially on the docking gear sleeve 12, and plays the role of connecting the shift power line.

[0038] In the utility model, the shifting gear sleeve 25 is provided to control the opening and closing of the synchronous rotation state of the docking gear sleeve 12 and the emergency gear 11, and the gear shifting is completed only by mechanical transmission, which reduces the demand for other power sources, avoids the provision of other power sources such as electricity, reduces the influence of environmental factors on the emergency gear shift transmission, and improves the reliability of the emergency gear shift transmission;

[0039] By arranging the docking gear sleeve 12 and the transmission shaft 10 to rotate synchronously, the power supply state of the preparation for emergency gear shifting is maintained, the steps of docking the input power from the transmission shaft 10 for gear shifting are reduced, the need for providing a docking structure is reduced, the curb weight of the emergency shift fork structure is reduced, and the load pressure of the shift fork system on the power source is reduced.

[0040] In a specific embodiment of the present invention, referring to the attached Figure 1 and attached Figure 2As shown, the emergency gear 11 and the docking gear sleeve 12 are coaxially arranged on the transmission shaft 10, and the shift gear sleeve 25 slides and engages with the docking gear sleeve 12 and the emergency gear 11 during the gear shift transmission. The emergency gear 11 can reduce the matching size of the shift gear sleeve 25 and the docking gear sleeve 12, reduce the space occupied by the emergency shift system, and achieve the function of reducing the curb weight of the emergency shift system, and the load pressure reduction effect of the transmission shaft is better.

[0041] Further, see the attached Figure 2 To Attachment Figure 4 As shown, the shifting gear sleeve 25 and the docking gear sleeve 12 are connected via an involute spline transmission, and the shifting gear sleeve 25 provides a sliding friction force for the docking gear sleeve 12 to move axially on the shifting gear sleeve 25;

[0042] The shift fork frame 24 is provided to transmit the emergency shifting force to the shift gear sleeve 25. When the shift gear sleeve 25 drives the docking gear sleeve 12 to slide downward on the transmission shaft 10, the involute spline between the shift gear sleeve 25 and the docking gear sleeve 12 can exert a radial component force on the docking gear sleeve 12 when the shift fork frame 24 drives the shift gear sleeve 25 to move downward, so that the docking gear sleeve 12 generates a friction force component in the axial movement direction of the shift gear sleeve 25. Driven by this dynamic friction force, the docking gear sleeve 12 slides downward on the transmission shaft 10. Before the shift gear sleeve 25 engages with the meshing teeth of the emergency gear 11, the lower end of the docking gear sleeve 12 presses the upper end of the emergency gear 11, and gradually drives the rotation of the docking gear sleeve 12 through the end face friction to drive the emergency gear 11 to rotate in the same speed direction as the docking gear sleeve 12 and approach the angular velocity of the synchronous rotation of the docking gear sleeve 12 and the transmission shaft 10, thereby completing the speed-up transition of the shift gear sleeve 25 and the emergency gear 11 to smoothly dock and mesh;

[0043] By arranging an involute spline transmission between the shift gear sleeve 25 and the docking gear sleeve 12, and utilizing the emergency shift toggle force to smoothly transition the shift power transmission, the need for auxiliary structures for speeding up the shift power input and output ends is reduced, the weight of the emergency shift system is reduced, and the load pressure of the emergency shift system on the drive shaft power source is further reduced, thereby improving the stability and smoothness of the emergency shift power transmission.

[0044] Further, see the attached Figure 2As shown, the end of the shift gear sleeve 25 away from the emergency gear 11 is fixedly connected with a counterweight 31, and the mass distribution of the counterweight 31 in the axial direction of the shift gear sleeve 25 is uneven; the docking gear sleeve 12 keeps rotating synchronously with the transmission shaft 10, thereby driving the shift gear sleeve 25 that is in rotational mesh with the docking gear sleeve 12 to rotate synchronously, and the counterweight 31 is arranged at the end of the shift gear sleeve 25 away from the emergency gear 11, which can increase the rotational inertia of the upper end of the shift gear sleeve 25, and play a function of providing the shift gear sleeve 25 with a movement tendency to keep on the side of the docking gear sleeve 12 away from the emergency gear 11;

[0045] The possibility of the docking gear sleeve 12 and the shift gear sleeve 25 being close to the emergency gear 11 is reduced, thereby improving the position stability of the fork shift system in the ready state, reducing the possibility of non-emergency shift power connection, and reducing the possibility of accidental transmission of motion by the emergency shift system affecting the power source of the transmission shaft.

[0046] Further, see the attached Figure 2 To Attachment Figure 4 As shown, the shift gear sleeve 25 is provided with a force groove 26, and the side wall of the force groove 26 transmits the axial force between the shift gear sleeve 25 and the force groove 26, and there is always a gap between the contact surface of the fork frame 24 and the force groove 26; the force groove 26 is provided on the shift gear sleeve 25, and the shifting force transmitted by the fork frame 24 drives the shift gear sleeve 25 to move in its axial direction after contacting the side wall surface of the force groove 26, and at the same time plays a role in isolating the rotation of the shift gear sleeve 25 from being transmitted to the fork frame 24;

[0047] By providing the shift fork frame 24, the weight of the shift gear sleeve 25 is reduced, and the load pressure of the emergency shift system on the power source of the transmission shaft is further reduced. At the same time, the rotational movement of the docking gear sleeve 12 and the shift gear sleeve 25, the vibration of the machine parts, etc. are blocked from being transmitted to the shift fork frame 24 through the shift gear sleeve 25, thereby reducing the possibility of mechanical movement such as transmission system vibration spreading to the emergency shift, and reducing the possibility of the emergency shift system being damaged by accumulated clearance friction, impact, vibration, etc., which may cause the emergency shift ready state to fail, thereby improving the stability and reliability of the emergency function of the emergency shift system and increasing the service life of the emergency shift system.

[0048] Further, see the attached Figure 1 As shown, the other end of the fork frame 24 is fixedly connected to the fork shaft 22, and one end of the fork shaft 22 is provided with a limiting groove 33, and the limiting pin 23 is slidably connected in the limiting groove 33;

[0049] The shift fork shaft 22 is fixedly installed on the shift fork frame 24 to extend the transmission route of the emergency shifting force. The shift fork shaft 22 plays the role of starting the transmission of the emergency shifting force and switching the shift fork parking position; the shift fork shaft 22 is provided with a limit groove 33, and the number of the limit grooves 33 is set according to the actual working conditions and the number of gear shifting stages. Before the shift fork shaft 22 drives the shift fork frame 24 to move downward to drive the shift gear sleeve 25 to engage with the emergency gear 11, the limit pin 23 is first disengaged from the limit groove 33, so that the parking position of the shift fork frame 24 can be switched only after the limit pin 23 releases the axial limit on the shift fork shaft 22, and after switching the shifting and shifting stop position, the limit pin 23 enters the limit groove 33 to cooperate with the axial movement of the shift fork shaft 22 to limit the position, thereby playing the function of fixing the shifting state and position;

[0050] The provision of the limit pin 23 can increase the position limit of the emergency gear shift start and recovery, ensure the continuity of power transmission after the emergency gear shift, reduce the possibility of emergency gear shift power fluctuation, improve the maintenance effect of the emergency function of the preparatory gear shift, and improve the emergency disconnection characteristics and reliability of the gear shift system.

[0051] In a specific embodiment of the present invention, referring to the attached Figure 1 , Attachment Figure 5 And attached Figure 6 As shown, the fork frame 24 is rotatably connected to the fork shaft 22 through threaded transmission, the pitch of the fork shaft 22 is smaller than the distance between the other end of the fork frame 24 and the contact surface of the force groove 26, and the fork shaft 22 is fixedly connected with an anti-slip member 32, which limits the relative sliding distance between the fork shaft 22 and the fork frame 24 when the threaded transmission fails;

[0052] A threaded transmission is provided at the matching position of the fork shaft 22 and the limit pin 23, which can drive the fork frame 24 to move by rotating the fork shaft 22 after the emergency shift is switched to the switching position, thereby driving the fork frame 24 to move in the force groove 26, so as to make the contact surface between the fork frame 24 and the force groove 26 disengage from contact;

[0053] The possibility that the motion transmission of the transmission system affects the shifting control on the fork frame 24 when the position after the emergency shift is stabilized is reduced, the friction contact time between the fork frame 24 and the contact surface of the side wall of the force groove 26 is reduced, the demand for enhanced surface quality of the friction contact surface in the shifting system is reduced, the production cost of the emergency shifting system is reduced, the emergency shifting system is better prevented from failing due to the force on the emergency shifting system, and the possibility that the vibration spread affects the emergency readiness of the emergency shifting system is reduced.

[0054] In a specific embodiment of the present invention, referring to the attached Figure 1As shown, one end of the fork shaft 22 is axially fixedly connected to the emergency lever 21, and the freedom of relative axial movement between the emergency lever 21 and the fork shaft 22 is limited, which can prevent the possibility of abnormal control power being transmitted to the shift power connection position through the fork shaft 22, thereby improving the stability and safety of the emergency effect ready state.

[0055] The above description is only an illustrative embodiment of the present invention and is not intended to limit the scope of the present invention. Any equivalent changes and modifications made by any person skilled in the art without departing from the concept and principle of the present invention shall fall within the scope of protection of the present invention.

Claims

1. An emergency shift fork system, comprising a transmission shaft (10), an emergency gear (11) and a docking gear sleeve (12), characterized in that: The transmission shaft (10) is axially slidably connected to the docking gear sleeve (12), and the transmission shaft (10) is circumferentially rotatably connected to the docking gear sleeve (12); The docking gear sleeve (12) is rotatably connected to a shifting gear sleeve (25) capable of driving the docking gear sleeve (12) to slide axially, and the shifting gear sleeve (25) controls the power transmission of the docking gear sleeve (12) to the emergency gear (11). The shift gear sleeve (25) is provided with a shift fork frame (24) capable of driving the shift gear sleeve (25) to slide axially.

2. An emergency shift fork system as claimed in claim 1, characterized in that: The positions of one end surface of the docking gear sleeve (12) and one end surface of the emergency gear (11) correspond to each other.

3. An emergency shift fork system as claimed in claim 1, characterized in that: The shifting gear sleeve (25) and the docking gear sleeve (12) are connected via an involute spline transmission, and the shifting gear sleeve (25) provides a sliding friction force for the docking gear sleeve (12) to move axially on the shifting gear sleeve (25).

4. An emergency shift fork system as claimed in claim 3, characterized in that: One end of the shifting gear sleeve (25) away from the emergency gear (11) is fixedly connected to a counterweight (31), and the mass distribution of the counterweight (31) in the axial direction of the shifting gear sleeve (25) is uneven.

5. An emergency shift fork system as claimed in claim 1, characterized in that: The shifting gear sleeve (25) is provided with a stress-bearing groove (26), the side wall of the stress-bearing groove (26) transmits the axial force between the shifting gear sleeve (25) and the stress-bearing groove (26), and there is always a distance between the contact surfaces of the shift fork frame (24) and the stress-bearing groove (26).

6. An emergency shift fork system as claimed in claim 5, characterized in that: The other end of the shift fork frame (24) is fixedly connected to the shift fork shaft (22), one end of the shift fork shaft (22) is provided with a limit groove (33), and the limit pin (23) is slidably connected in the limit groove (33).

7. An emergency shift fork system as claimed in claim 6, characterized in that: The fork frame (24) is rotationally connected to the fork shaft (22) via threaded transmission, and the pitch of the fork shaft (22) is smaller than the distance between the other end of the fork frame (24) and the contact surface of the force groove (26).

8. An emergency shift fork system as claimed in claim 7, characterized in that: One end of the shift fork shaft (22) is axially fixedly connected to an emergency shift rod (21).

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