Integrated time-sharing four-wheel-drive gearbox

Abstract

The utility model discloses an integrated time-sharing four-wheel-drive gearbox, which relates to the technical field of gearboxes and comprises a case, an input shaft, an output shaft and a gear transmission mechanism. The gear transmission mechanism is connected between the input shaft and the output shaft and arranged in the case, the two ends of the output shaft extend out of the case and are used for being in transmission connection with the front wheel and the rear wheel respectively, one end of the output shaft is connected with a first connector and a second connector, a first bearing is arranged between the second connector and the output shaft, and a second bearing is arranged between the second connector and the output shaft. An outer spline is arranged on the output shaft, an inner spline is arranged on an inner hole of the first connector, the inner spline is matched with the outer spline, and the first connector can slide along the outer spline to be connected with the second connector. The electric vehicle can be suitable for being driven on severe road conditions with many potholes, and meanwhile oil consumption can be reduced in flat road sections.

Description

Technical Field

[0001] The utility model relates to the technical field of gearboxes, in particular to an integrated time-sharing four-wheel drive gearbox. Background Art

[0002] Four-wheel drive transmissions distribute engine power to the vehicle's four wheels, improving traction and handling performance in various road conditions. Agricultural machinery, such as tractors, rotary tillers, and micro-tillers, is often equipped with full-time four-wheel drive transmissions. For example, the full-time four-wheel drive transmission disclosed in patent document CN105240465B offers multiple gears and high output torque, making it adaptable to various complex terrains and helping to reduce the risk of skidding and tailspin. Currently, agricultural vehicles travel on a variety of roads, including muddy, bumpy mountain roads, and smooth concrete roads. Using four-wheel drive for traction on some flat roads is not conducive to reducing fuel consumption. Utility Model Content

[0003] The technical problem to be solved by the utility model is to provide an integrated time-sharing four-wheel drive transmission, which is suitable for driving on bad roads with many potholes and is conducive to reducing fuel consumption on flat roads.

[0004] In order to solve the above problems, the present invention adopts the following technical solutions:

[0005] An integrated part-time four-wheel drive transmission includes a chassis, an input shaft, an output shaft and a gear transmission mechanism; the gear transmission mechanism is connected between the input shaft and the output shaft, and the gear transmission mechanism is arranged in the chassis, and both ends of the output shaft extend out of the chassis, respectively used for transmission connection of the front wheels and the rear wheels, wherein one end of the output shaft is connected to a first connector and a second connector, a first bearing is provided between the second connector and the output shaft, an external spline is provided on the output shaft, and an internal spline is provided on the inner hole of the first connector, the internal spline and the external spline cooperate, and the first connector can slide along the external spline to connect to the second connector.

[0006] Furthermore, a plurality of protrusions are evenly distributed on the circumference of one surface of the first connector and the second connector, and a plurality of insertion grooves are evenly distributed on the circumference of one surface of the second connector and the first connector. The protrusions can be inserted into the insertion grooves to connect the first connector and the second connector.

[0007] Furthermore, the outer side of the first connector is connected to the second bearing, the outer side of the second bearing is connected to the shift sleeve, and the outer wall of the shift sleeve is provided with a protruding shaft for connecting to the shift fork.

[0008] Furthermore, annular grooves are provided at both ends of the inner side of the toggle sleeve, and a retaining spring is provided on the annular groove to limit the second bearing.

[0009] Furthermore, a first grease nipple is provided on the second connector, and a second grease nipple is provided on the toggle sleeve.

[0010] Furthermore, the first bearing includes two first bearings arranged side by side.

[0011] Furthermore, a transmission shaft and a reverse gear shaft are also provided in the chassis, and the gear transmission mechanism includes a driving wheel assembly, a transmission wheel assembly, a driven wheel assembly and a reverse gear assembly;

[0012] The driving wheel assembly includes a first shift gear, a second shift gear and a reverse gear driving wheel which are sequentially arranged on the input shaft, the first shift gear and the second shift gear are movably mounted on the input shaft, and the reverse gear driving wheel is fixedly mounted on the input shaft;

[0013] The transmission wheel assembly includes a fourth-gear transmission wheel, a third-gear transmission wheel, a second-gear transmission wheel, a reduction transmission wheel, and a first-gear transmission wheel, which are sequentially arranged on the transmission shaft. The fourth-gear transmission wheel is mounted on the transmission shaft through a bearing and can be meshed with the first shift gear. The third-gear transmission wheel, the second-gear transmission wheel, the reduction transmission wheel, and the first-gear transmission wheel are all fixedly mounted on the transmission shaft. The third-gear transmission wheel can be meshed with the first shift gear, and the second-gear transmission wheel and the first-gear transmission wheel can be meshed with the second shift gear.

[0014] The driven wheel assembly includes a first driven wheel and a second driven wheel. The first driven wheel is fixedly mounted on the output shaft and is constantly meshed with the fourth gear transmission wheel. The second driven wheel is fixedly mounted on the output shaft and is constantly meshed with the reduction transmission wheel. The reverse gear assembly includes a reverse gear transmission wheel. The reverse gear transmission wheel is movably and rotatably mounted on the reverse gear shaft. The reverse gear transmission wheel is a double gear and can be simultaneously meshed with the reverse driving wheel and the first gear transmission wheel.

[0015] Furthermore, the gear transmission mechanism also includes a fast and slow gear adjustment assembly, which includes a main shaft, a secondary shaft, a driving wheel, a fast gear wheel, and a reduction wheel. One end of the main shaft is interconnected with the engine output shaft, and the other end is connected to the input shaft through a bearing; the secondary shaft and the main shaft are parallel to each other; the driving wheel is a stepped gear and is integrally formed with the main shaft; the fast gear wheel is movably mounted on the input shaft and has an outer ring gear and an inner ring gear; the reduction wheel is a double gear, rotatably mounted on the secondary shaft, and is constantly meshed with the driving wheel.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. By providing a first connector and a second connector at one end of the output shaft, when the first connector and the second connector are connected, power can be output from both ends of the output shaft to achieve four-wheel drive, making it suitable for driving on harsh road conditions with many potholes.

[0018] 2. By separating the first connector and the second connector, the output shaft has no power output at this end, and only the other end of the output shaft outputs power, thereby achieving two-wheel drive, which is suitable for driving on flat roads and is beneficial to fuel saving. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of an embodiment of the present utility model.

[0020] Figure 2 yes Figure 1 Schematic diagram of the structure of the output shaft and its upper components.

[0021] Figure 3 yes Figure 2 Exploded view of the assembly.

[0022] Figure 4 yes Figure 2 Schematic diagram of the structure of the connection between the shift sleeve and the shift fork.

[0023] Numbers in the figure:

[0024] 1. Chassis;

[0025] 10. Input shaft; 11. First shift gear; 12. Second shift gear; 13. Reverse gear driving wheel;

[0026] 20. Drive shaft; 21. Fourth gear drive wheel; 22. Third gear drive wheel; 23. Second gear drive wheel; 24. Reduction drive wheel; 25. First gear drive wheel;

[0027] 30. Output shaft; 31. First driven gear; 32. Second driven gear; 33. External spline;

[0028] 40. Main shaft; 41. Counter shaft; 42. Driving wheel; 43. Fast gear wheel; 44. Speed ​​reduction wheel;

[0029] 60. Reverse gear shaft; 61. Reverse gear transmission wheel;

[0030] 701, first connector; 702, protrusion; 703, toggle sleeve; 704, protruding shaft; 705, internal spline; 706, second bearing; 707, second grease fitting; 708, annular groove; 709, retaining spring;

[0031] 801, second connector; 802, plug-in slot; 803, first bearing; 804, first grease fitting;

[0032] 901. Fork. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0034] like Figures 1 to 3 As shown, the integrated time-sharing four-wheel drive transmission of this embodiment includes a chassis 1, an input shaft 10, an output shaft 30 and a gear transmission mechanism; the gear transmission mechanism is connected between the input shaft 10 and the output shaft 30, and the gear transmission mechanism is arranged in the chassis 1, and the two ends of the output shaft 30 extend out of the chassis 1, respectively used for transmission connection of the front wheels and the rear wheels. Generally, the two ends of the output shaft 30 are connected to the front and rear wheel shafts through a transfer case to form a four-wheel drive.

[0035] One end of the output shaft 30 is connected to a first connector 701 and a second connector 801. A first bearing 803 is provided between the second connector 801 and the output shaft 30. The first bearing 803 includes two side-by-side bearings to increase the contact surface and provide more uniform force distribution, thereby extending the service life. The second connector 801 is connected to the input shaft of the transfer case. An external spline 33 is provided on the output shaft 30. An internal spline 705 is provided on the inner hole of the first connector 701. The internal spline 705 mates with the external spline 33. The first connector 701 can slide along the external spline 33 to connect with the second connector 801. When the first connector 701 slides rightward to connect with the second connector 801, power on the output shaft 30 is transmitted to the transfer case. When the first connector 701 slides leftward to disconnect from the second connector 801, because the second connector 801 and the output shaft 30 are connected by the first bearing 803, the second connector 801 is in an idling state and no torque is output. Therefore, power is output only from the other end of the first connector 701.

[0036] Specifically, the first connector 701 and the second connector 801 can be connected in the following manner, for example, a plurality of protrusions 702 are evenly distributed on the circumference of a surface opposite to the first connector 701 and the second connector 801, and a plurality of plug-in grooves 802 are evenly distributed on the circumference of a surface opposite to the first connector 701 and the second connector 801. When the first connector 701 slides to the right, the protrusions 702 can be inserted into the plug-in grooves 802 to connect the first connector 701 and the second connector 801, so that the first connector 701 can drive the second connector 801 to rotate synchronously, so that the second connector 801 outputs torque.

[0037] like Figure 4As shown, to facilitate the left-right sliding of the first connector 701, a second bearing 706 is connected to the outside of the first connector 701, and a toggle sleeve 703 is connected to the outside of the second bearing 706. Ring grooves 708 are provided at both ends of the inner side of the toggle sleeve 703. A retaining spring 709 is provided on the ring groove 708 to limit the second bearing 706, thereby confining the second bearing 706 inside the toggle sleeve 703. A protruding shaft 704 for connecting to a shift fork 901 is provided on the outer wall of the toggle sleeve 703. The shift fork 901 has a U-shaped structure with hinge holes at both ends. The protruding shaft 704 is connected to the hinge holes. Because the second bearing 706 is provided between the first connector 701 and the toggle sleeve 703, when the first connector 701 rotates with the output shaft 30, the toggle sleeve 703 and the shift fork 901 do not rotate accordingly, thereby better controlling the toggle of the first connector 701.

[0038] In order to facilitate lubrication of the first bearing 803 and the second bearing 706 , a first grease nipple 804 is provided on the second connector 801 , and a second grease nipple 707 is provided on the shift sleeve 703 .

[0039] When driving on rough roads, switching to four-wheel drive mode is necessary. The first connector 701 can be shifted to the right using the shift fork 901, causing the protrusion 702 on the first connector 701 to engage with the insertion slot 802 of the second connector 801. The torque of the output shaft 30 is then transmitted to the connected wheels via the second connector 801. When driving on flat roads, switching to two-wheel drive mode is necessary. The first connector 701 can be shifted to the left using the shift fork 901, causing the protrusion 702 on the first connector 701 to disengage from the insertion slot 802 of the second connector 801. This results in no torque output from the second connector 801, and no power output to the wheels connected thereto, thereby saving fuel.

[0040] like Figure 1As shown, this embodiment also provides the detailed connection relationship of the gear transmission mechanism within the chassis 1. The gear transmission mechanism includes a speed adjustment assembly, which comprises a main shaft 40, a countershaft 41, a driving wheel 42, a quick gear 43, and a reduction gear 44. The main shaft 40 and countershaft 41 are located within the chassis 1, with the countershaft 41 and main shaft 40 parallel to each other. One end of the main shaft 40 is connected to the engine output shaft, and the other end is connected to the input shaft 10 via a bearing. The driving wheel 42 is a stepped gear and is integrally formed with the main shaft 40. The quick gear 43 is movably mounted on the input shaft 10 and has an outer ring gear and an inner ring gear. The reduction gear 44 is a duplex gear, rotatably mounted on the countershaft 41 and in constant meshing with the driving wheel 42. In the quick gear, the quick gear 43 moves toward the driving wheel 42, causing the small ring gear of the driving wheel 42 to insert into the inner ring gear of the quick gear 43, and the two gears mesh with each other, transmitting the engine speed to the input shaft 10 at a 1:1 ratio. In slow gear, the fast gear wheel 43 is separated from the driving wheel 42, and the outer gear ring of the fast gear wheel 43 is engaged with the reduction wheel 44, and the engine speed is decelerated by the reduction wheel 44 and then output.

[0041] In addition, there are four forward transmission gears and one reverse transmission gear. Correspondingly, a transmission shaft 20 and a reverse gear shaft 60 are also provided in the chassis 1. The gear transmission mechanism also includes a driving wheel assembly, a transmission wheel assembly, a driven wheel assembly and a reverse gear assembly.

[0042] The driving wheel assembly includes a first shift gear 11, a second shift gear 12 and a reverse gear driving wheel 13 arranged in sequence on the input shaft 10. The first shift gear 11 and the second shift gear 12 are movably mounted on the input shaft 10, and the reverse gear driving wheel 13 is fixedly mounted on the input shaft 10.

[0043] The transmission wheel assembly includes a fourth-gear transmission wheel 21, a third-gear transmission wheel 22, a second-gear transmission wheel 23, a reduction transmission wheel 24 and a first-gear transmission wheel 25 arranged in sequence on the transmission shaft 20. The fourth-gear transmission wheel 21 is mounted on the transmission shaft 20 through a bearing and can be meshed with the first shift gear 11. The third-gear transmission wheel 22, the second-gear transmission wheel 23, the reduction transmission wheel 24 and the first-gear transmission wheel 25 are all fixedly mounted on the transmission shaft 20, and the third-gear transmission wheel 22 can be meshed with the first shift gear 11, and the second-gear transmission wheel 23 and the first-gear transmission wheel 25 can be meshed with the second shift gear 12.

[0044] The driven wheel assembly includes a first driven wheel 31 and a second driven wheel 32. The first driven wheel 31 is fixedly mounted on the output shaft 30 and is constantly meshed with the fourth gear transmission wheel 21. The second driven wheel 32 is fixedly mounted on the output shaft 30 and is constantly meshed with the reduction transmission wheel 24. The reverse gear assembly includes a reverse gear transmission wheel 61. The reverse gear transmission wheel 61 is movably and rotatably mounted on the reverse gear shaft 60. The reverse gear transmission wheel 61 is a double gear and can be simultaneously meshed with the reverse gear driving wheel 13 and the first gear transmission wheel 25.

[0045] In first gear, the second shift gear 12 moves toward the first gear transmission wheel 25, and the small ring gear of the second shift gear 12 engages with the first gear transmission wheel 25. At this time, the power transmission sequence is: engine - main shaft 40 - input shaft 10 - second shift gear 12 - first gear transmission wheel 25 - transmission shaft 20 - reduction transmission wheel 24 - second driven wheel 32 - output shaft 30.

[0046] In the second gear, the second shift gear 12 moves toward the second gear transmission wheel 23, and the large ring gear of the second shift gear 12 is meshed with the second gear transmission wheel 23. At this time, the power transmission sequence is: engine - main shaft 40 - input shaft 10 - second shift gear 12 - second gear transmission wheel 23 - transmission shaft 20 - reduction transmission wheel 24 - second driven wheel 32 - output shaft 30.

[0047] In the third gear, the first shift gear 11 moves toward the third gear transmission wheel 22 and engages. At this time, the power transmission sequence is: engine - main shaft 40 - input shaft 10 - first shift gear 11 - third gear transmission wheel 22 - transmission shaft 20 - reduction transmission wheel 24 - second driven wheel 32 - output shaft 30.

[0048] In the fourth gear, the first shift gear 11 moves toward the fourth gear transmission wheel 21 and engages. At this time, the power transmission order is engine - main shaft 40 - input shaft 10 - first shift gear 11 - fourth gear transmission wheel 21 - first driven wheel 31 - output shaft 30.

[0049] When in reverse gear, the large ring gear of the reverse gear transmission wheel 61 is meshed with the reverse gear driving wheel 13, and the small ring gear is meshed with the first gear transmission wheel 25. At this time, the power transmission order is engine - main shaft 40 - input shaft 10 - reverse gear driving wheel 13 - reverse gear transmission wheel 61 - first gear transmission wheel 25 - reduction transmission wheel 24 - second driven wheel 32 - output shaft 30.

[0050] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. Integrated time-sharing four-wheel drive transmission, characterized by: It includes a chassis, an input shaft, an output shaft and a gear transmission mechanism; the gear transmission mechanism is connected between the input shaft and the output shaft, and the gear transmission mechanism is arranged in the chassis, and both ends of the output shaft extend out of the chassis, respectively used for transmission connection of the front wheel and the rear wheel, wherein one end of the output shaft is connected with a first connector and a second connector, a first bearing is provided between the second connector and the output shaft, an external spline is provided on the output shaft, an internal spline is provided on the inner hole of the first connector, the internal spline and the external spline cooperate, and the first connector can slide along the external spline to connect to the second connector.

2. The integrated time-sharing four-wheel drive transmission according to claim 1, characterized in that: The first connector and the second connector have a plurality of protrusions evenly distributed on the circumference of the surface opposite to each other. The second connector has a plurality of insertion slots evenly distributed on the circumference of the surface opposite to the first connector. The protrusions can be inserted into the insertion slots to connect the first connector and the second connector.

3. The integrated time-sharing four-wheel drive transmission according to claim 1, characterized in that: The outer side of the first connector is connected to a second bearing, the outer side of the second bearing is connected to a shift sleeve, and the outer wall of the shift sleeve is provided with a convex shaft for connecting to a shift fork.

4. The integrated time-sharing four-wheel drive transmission according to claim 3, characterized in that: Annular grooves are provided at both ends of the inner side of the toggle sleeve, and a retaining spring for limiting the second bearing is provided on the annular groove.

5. The integrated time-sharing four-wheel drive transmission according to claim 3, characterized in that: The second connector is provided with a first grease nipple, and the toggle sleeve is provided with a second grease nipple.

6. The integrated time-sharing four-wheel drive transmission according to claim 1, characterized in that: The first bearings include two bearings arranged side by side.

7. The integrated time-sharing four-wheel drive transmission according to claim 1, characterized in that: The chassis is also provided with a transmission shaft and a reverse gear shaft, and the gear transmission mechanism includes a driving wheel assembly, a transmission wheel assembly, a driven wheel assembly and a reverse gear assembly; The driving wheel assembly includes a first shift gear, a second shift gear and a reverse gear driving wheel which are sequentially arranged on the input shaft, the first shift gear and the second shift gear are movably mounted on the input shaft, and the reverse gear driving wheel is fixedly mounted on the input shaft; The transmission wheel assembly includes a fourth-gear transmission wheel, a third-gear transmission wheel, a second-gear transmission wheel, a reduction transmission wheel, and a first-gear transmission wheel, which are sequentially arranged on the transmission shaft. The fourth-gear transmission wheel is mounted on the transmission shaft through a bearing and can be meshed with the first shift gear. The third-gear transmission wheel, the second-gear transmission wheel, the reduction transmission wheel, and the first-gear transmission wheel are all fixedly mounted on the transmission shaft. The third-gear transmission wheel can be meshed with the first shift gear, and the second-gear transmission wheel and the first-gear transmission wheel can be meshed with the second shift gear. The driven wheel assembly includes a first driven wheel and a second driven wheel. The first driven wheel is fixedly mounted on the output shaft and is constantly meshed with the fourth gear transmission wheel. The second driven wheel is fixedly mounted on the output shaft and is constantly meshed with the reduction transmission wheel. The reverse gear assembly includes a reverse gear transmission wheel. The reverse gear transmission wheel is movably and rotatably mounted on the reverse gear shaft. The reverse gear transmission wheel is a double gear and can be simultaneously meshed with the reverse driving wheel and the first gear transmission wheel.

8. The integrated time-sharing four-wheel drive transmission according to claim 7, characterized in that: The gear transmission mechanism also includes a fast and slow gear adjustment component, which includes a main shaft, a countershaft, a driving wheel, a fast gear wheel, and a reduction wheel. One end of the main shaft is connected to the engine output shaft, and the other end is connected to the input shaft through a bearing; the countershaft and the main shaft are parallel to each other; the driving wheel is stepped. Ladder gear, and is integrally formed with the main shaft; The fast gear is movably mounted on the input shaft and has an outer gear ring and an inner gear ring; The reduction wheel is a double gear, rotatably mounted on the countershaft and constantly meshing with the driving wheel.

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