Overload self-protection main speed reducer assembly

Abstract

The utility model discloses an overload self-protection main speed reducer assembly which comprises a split type driving bevel gear assembly, and the split type driving bevel gear assembly comprises an input shaft, a one-way clutch shaft and a driving bevel gear shaft. The input shaft is connected with the flange through a spline pair, the input shaft is connected with the one-way clutch shaft through wedge-shaped teeth, and the one-way clutch shaft is connected with the driving bevel gear shaft through a spline pair; a compression spring is arranged at the end, close to the tooth face of the driving bevel gear shaft, of the one-way clutch shaft. On the basis of a traditional main speed reducer assembly, an integrated input shaft assembly is split into a split type structure, by means of a compression spring, when power input exceeds a certain load, a one-way clutch shaft slides relatively, a point-line motion higher pair is formed, power transmission is temporarily interrupted, and the purpose that the power input exceeds the certain load is achieved. Unrecoverable damage of parts such as gears and bearings caused by overload operation of a vehicle is avoided, the generated heat is low, the structure is simple, and the cost is low.

Description

Technical Field

[0001] The utility model relates to the technical field of reducers, in particular to an overload self-protection main reducer assembly. Background Art

[0002] As an important part of the vehicle transmission system, the performance of the final reducer assembly directly affects the power and reliability of the entire vehicle.

[0003] Traditional axle final drive assemblies primarily consist of active and passive gears in constant mesh, driving the vehicle forward or reverse via power transmitted from the engine and transmission. However, this traditional final drive assembly has limitations when dealing with high torque from the engine. For example, when the torque from the engine exceeds the maximum load capacity of the gears or bearings, the gear teeth or bearings in the final drive assembly are prone to fracture and failure, leading to a power outage for the entire vehicle and requiring prompt repair and replacement. This not only impacts the normal use of the vehicle but also incurs high repair costs, resulting in significant financial losses for the user.

[0004] In order to solve the above technical problems, those skilled in the art have proposed an axle overload protection device, which is arranged on the transmission shaft and realizes overload protection by means of clutch friction slippage. That is, when the torque exceeds the set value, the clutch begins to slip, thereby protecting the gears and bearings from damage. However, this structure has the following shortcomings: the clutch friction slippage overload protection device has a relatively complex structure, high manufacturing cost, and low installation space utilization; in certain places where over-torque escape is required, such as muddy, snowy and other complex road conditions, the existing overload protection device cannot achieve timely locking, affecting the vehicle's passing performance; the existing structure sets a friction clutch anti-slip device on the transmission shaft. During over-torque operation, the friction plate generates a large amount of heat. Due to the poor heat dissipation effect, it is easy to cause increased wear of the friction plate, reducing the service life of the overload protection device. Summary of the Invention

[0005] To address the aforementioned technical issues, the present invention provides an overload-protected final reducer assembly. To provide a basic understanding of some aspects of the disclosed embodiments, a brief summary is provided below. This summary is not intended to be a comprehensive review, identify key or important components, or delineate the scope of protection for these embodiments. Its sole purpose is to present some concepts in a simplified form, serving as a prelude to the detailed description that follows.

[0006] The utility model adopts the following technical solutions:

[0007] Provided is an overload self-protection main reducer assembly, comprising: a split driving bevel gear assembly, wherein the split driving bevel gear assembly comprises: an input shaft, a one-way clutch shaft, and a driving bevel gear shaft; the input shaft is connected to a flange via a spline pair, the input shaft is connected to the one-way clutch shaft via wedge teeth, and the one-way clutch shaft is connected to the driving bevel gear shaft via a spline pair; the one-way clutch shaft is provided with a compression spring at an end portion of a tooth surface close to the driving bevel gear shaft.

[0008] Furthermore, the overload self-protection main reducer assembly further includes: a passive bevel gear; and a gear on the active bevel gear shaft meshing with the passive bevel gear.

[0009] Furthermore, the overload self-protection main reducer assembly also includes: a locking nut, a dust cover and an oil seal ring; the locking nut is arranged at the front end of the input shaft, and the dust cover and the oil seal ring are arranged on the outside of the flange.

[0010] Furthermore, the overload self-protection main reducer assembly also includes: a first tapered roller bearing, a second tapered roller bearing and a bearing seat; the oil seal ring is arranged at the connection position between the flange and the bearing seat; the first tapered roller bearing and the second tapered roller bearing are both arranged in the bearing seat, the inner ring of the first tapered roller bearing is connected to the input shaft, and the inner ring of the second tapered roller bearing is connected to the one-way clutch shaft.

[0011] Furthermore, the overload self-protection main reducer assembly also includes: a thrust bearing, an alloy bushing and a retaining spring; the alloy bushing is arranged between the thrust bearing and the input shaft, the thrust bearing is arranged in the bearing seat, and the retaining spring is arranged at the rear end of the alloy bushing.

[0012] Furthermore, the overload self-protection main reducer assembly also includes: a reducer housing, a differential housing and a guide bearing; the bearing seat is arranged at the front end of the reducer housing, the differential housing is arranged at the rear end of the reducer housing, and the guide bearing is arranged in the differential housing.

[0013] Furthermore, the overload self-protection main reducer assembly also includes: an adjusting ring, axle gears, a cross shaft, planetary gears and differential bearings, and the adjusting ring, axle gears, a cross shaft, planetary gears and differential bearings are arranged in the differential housing.

[0014] The beneficial effects brought about by the present invention are as follows: on the basis of the traditional main reducer assembly, the present application splits the integrated input shaft assembly into a split structure, and by adding a protection mechanism at the tooth surface end of the active bevel gear shaft, a compression spring is used to realize that when the power input exceeds a certain load, the one-way clutch shaft slides relative to each other, forming a point-line motion high pair, and temporarily interrupting the power transmission, thereby avoiding irreversible damage to components such as gears and bearings caused by overload operation of the vehicle. In addition, the heat generation is low, the structure is simple, the cost is low, and the stability of the component functions can be guaranteed. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0016] Figure 1 This is a structural diagram of an overload self-protection main reducer assembly of the utility model;

[0017] Figure 2 This is a schematic diagram of power transmission when the transmission torque is less than the rated torque of the utility model;

[0018] Figure 3 This is a schematic diagram of power transmission when the transmitted torque is greater than the rated torque of the utility model. DETAILED DESCRIPTION

[0019] The following describes the embodiments of the present invention in detail with reference to the accompanying drawings. It should be understood that the embodiments described are only a portion of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by persons of ordinary skill in the art without inventive effort are within the scope of protection of the present invention.

[0020] When the traditional main reducer assembly encounters an overload situation, it is easy to cause damage to components such as gears and bearings. In order to improve the reliability of the transmission system and protect key components, such as Figure 1-3 As shown, in some illustrative embodiments, an overload self-protection main reducer assembly is provided, including: a split driving bevel gear assembly, and the split driving bevel gear assembly includes: an input shaft 2-1, a one-way clutch shaft 2-2 and a driving bevel gear shaft 2-3.

[0021] The overload self-protection main reducer assembly of the present application also includes: a flange 3, a compression spring 11, a passive bevel gear 13, a locking nut 1, a dust cover 4, an oil seal ring 5, a first tapered roller bearing 6-1, a second tapered roller bearing 6-2, a bearing seat 7, a thrust bearing 8, an alloy bushing 9, a retaining ring 10, a reducer housing 12, a differential housing 16, a guide bearing 14, an adjusting ring 15, a half-shaft gear 18, a cross shaft 19, a planetary gear 20 and a differential bearing 21.

[0022] Compared with the traditional main reducer structure, the present application splits the integrated driving bevel gear assembly into a split structure including an input shaft 2-1, a one-way clutch shaft 2-2 and a driving bevel gear shaft 2-3. The input shaft 2-1 is used to receive power input from the gearbox. The one-way clutch shaft 2-2 is connected to the input shaft 2-1 and can achieve relative sliding under specific conditions. The driving bevel gear shaft 2-3 is connected to the one-way clutch shaft 2-2 for transmitting power to the passive bevel gear 13.

[0023] Specifically, the input shaft 2-1 is connected to the flange 3 via a spline pair. The input shaft 2-1 is connected to the one-way clutch shaft 2-2 via wedge teeth. This connection allows the one-way clutch shaft 2-2 to slide relative to the input shaft 2-1 in the event of an overload. The one-way clutch shaft 2-2 is also connected to the driving bevel gear shaft 2-3 via a spline pair, allowing for relative sliding to interrupt power transmission in the event of an overload. A compression spring 11 is provided at the end of the one-way clutch shaft 2-2 near the tooth surface of the driving bevel gear shaft 2-3. A gear on the driving bevel gear shaft 2-3 meshes with a driven bevel gear 13 to achieve power transmission.

[0024] When the torque transmitted by the final reducer assembly is lower than the rated torque, the entire transmission system is in normal operation. Under normal operating conditions, compression spring 11 experiences relatively little axial displacement due to the relatively low elastic force applied to it. This maintains a tight connection between one-way clutch shaft 2-2 and driving bevel gear shaft 2-3, preventing relative slip. Power is transmitted from the engine through the gearbox to flange 3, then via a spline connection to input shaft 2-1. Subsequently, power is transmitted to one-way clutch shaft 2-2 via a wedge-shaped connection. As long as the torque does not exceed the rated value, the wedge-shaped connection ensures synchronous rotation between one-way clutch shaft 2-2 and input shaft 2-1. One-way clutch shaft 2-2 is connected to driving bevel gear shaft 2-3 via a spline connection, allowing for smooth power transmission to the driving bevel gear shaft 2-3. Finally, the gear on driving bevel gear shaft 2-3 meshes with the driven bevel gear 13, completing the final power transmission and driving the vehicle forward or reverse.

[0025] When the torque transmitted by the main reducer exceeds the rated torque, the protection mechanism of the entire transmission system will be triggered to prevent further damage. That is, as the torque increases, the force exerted on the compression spring 11 will also increase. When the torque exceeds the rated value, the compression spring 11 will be compressed to the extreme. The extreme compression of the compression spring 11 will cause the one-way clutch shaft 2-2 to move inward in the axial direction, thereby disconnecting the connection between the one-way clutch shaft 2-2 and the input shaft 2-1, thereby cutting off the power transmission path from the input shaft 2-1 to the one-way clutch shaft 2-2. By interrupting the power transmission, the rest of the system (such as the active bevel gear shaft 2-3 and the passive bevel gear 13) will not be affected by the excessive torque, thereby avoiding possible gear damage, bearing damage or failure of other transmission system components. This design allows for a quick response in the event of an overload, protecting the main reducer and its related components from damage. Once the overload condition is relieved, the system can be restored to normal operating conditions through spring reset or other mechanisms.

[0026] Locking nut 1 is mounted on the front end of input shaft 2-1. Dust cover 4 and oil seal ring 5 are located outside flange 3. Oil seal ring 5 is located where flange 3 meets bearing seat 7 to prevent lubricating oil from leaking out of the gap between them and to prevent foreign matter from entering. Dust cover 4 covers the front end of oil seal ring 5, further preventing foreign matter such as dust and moisture from entering bearing seat 7. Flange 3 is a disc-shaped part with bolt holes that securely connects the two components.

[0027] Both the first and second tapered roller bearings 6-1 and 6-2 are mounted within a bearing housing 7, which provides a stable mounting base and ensures the two tapered roller bearings maintain their correct position during operation. The interior of the bearing housing 7 features precise apertures and surface treatments to ensure a secure fit with the outer rings of the two tapered roller bearings. The inner ring of the first tapered roller bearing 6-1 is connected to the input shaft 2-1, providing stable support and ensuring accuracy and stability at high speeds. The inner ring of the second tapered roller bearing 6-2 is connected to the one-way clutch shaft 2-2, providing support for the shaft.

[0028] Thrust bearing 8 is primarily designed to bear axial loads, effectively transmitting and dispersing axial forces and ensuring the axial stability and precision of input shaft 2-1. An alloy bushing 9 is positioned between thrust bearing 8 and input shaft 2-1. Alloy bushing 9 is used to reduce friction and wear, providing a smooth contact surface between input shaft 2-1 and thrust bearing 8, reducing wear caused by direct metal contact and protecting input shaft 2-1 and thrust bearing 8. Thrust bearing 8 is positioned within bearing seat 7, with retaining spring 10 positioned at the rear end of alloy bushing 9. Retaining spring 10 is primarily used to secure alloy bushing 9 and prevent axial movement.

[0029] The bearing seat 7 is arranged at the front end of the reducer housing 12, the differential housing 16 is arranged at the rear end of the reducer housing 12, and the guide bearing 14, the adjusting ring 15, the half-shaft gear 18, the cross shaft 19, the planetary gear 20 and the differential bearing 21 are arranged in the differential housing 16.

[0030] The core of this application is the introduction of an overload protection mechanism: when the power input is kept within the safe load, the power is transmitted normally and the vehicle operation is not affected. Once the power input exceeds the preset load limit, the overload protection device is activated and the one-way clutch shaft 2-2 slides relative to each other, thereby temporarily interrupting the power transmission. In the case of overload, the relative sliding between the mechanical structures forms a point-line motion high pair, which can effectively absorb excess torque. At the same time, the gear oil inside the reducer is used for lubrication, and the heat generated during the sliding process is low, ensuring a good heat dissipation effect. The original integrated input shaft assembly is split into a split structure. This structural modification not only improves the safety of the system, but also reduces the failure rate and reduces maintenance costs.

[0031] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. An overload self-protection main reducer assembly, characterized in that: include: A split driving bevel gear assembly, wherein the split driving bevel gear assembly comprises: an input shaft, a one-way clutch shaft and a driving bevel gear shaft; The input shaft is connected to the flange through a spline pair, the input shaft is connected to the one-way clutch shaft through wedge teeth, and the one-way clutch shaft is connected to the driving bevel gear shaft through a spline pair; the one-way clutch shaft is provided with a compression spring at the end of the tooth surface close to the driving bevel gear shaft.

2. The overload self-protection main reducer assembly according to claim 1, characterized in that: Also includes: Passive bevel gear; the gear on the driving bevel gear shaft is meshed with the passive bevel gear.

3. The overload self-protection main reducer assembly according to claim 2, characterized in that: Also includes: A locking nut, a dust cover and an oil seal ring; the locking nut is arranged at the front end of the input shaft, and the dust cover and the oil seal ring are arranged on the outside of the flange.

4. The overload self-protection main reducer assembly according to claim 3, characterized in that: Also includes: A first tapered roller bearing, a second tapered roller bearing and a bearing seat; the oil seal ring is arranged at the connection position between the flange and the bearing seat; the first tapered roller bearing and the second tapered roller bearing are both arranged in the bearing seat, the inner ring of the first tapered roller bearing is connected to the input shaft, and the inner ring of the second tapered roller bearing is connected to the one-way clutch shaft.

5. The overload self-protection main reducer assembly according to claim 4, characterized in that: Also includes: Thrust bearing, alloy bushing and retaining spring; the alloy bushing is arranged between the thrust bearing and the input shaft, the thrust bearing is arranged in the bearing seat, and the retaining spring is arranged at the rear end of the alloy bushing.

6. The overload self-protection main reducer assembly according to claim 5, characterized in that: Also includes: A reducer housing, a differential housing and a guide bearing; the bearing seat is arranged at the front end of the reducer housing, the differential housing is arranged at the rear end of the reducer housing, and the guide bearing is arranged in the differential housing.

7. The overload self-protection main reducer assembly according to claim 6, characterized in that: Also includes: An adjusting ring, axle gears, a cross shaft, planetary gears and a differential bearing are provided in the differential housing.

Images