Vehicle or tractor axle assembly

Abstract

A vehicle or tractor axle assembly is characterized by comprising a box body, a main shaft, a first output half shaft, a first planetary gear mechanism, a second output half shaft, a second planetary gear mechanism, a first differential shaft, a second differential shaft, a brake input shaft and a power input shaft. The first planetary gear mechanism is rotatably arranged on one side of the box body, first outer ring teeth are arranged on the outer side of the first planetary gear mechanism, one end of the first planetary gear mechanism is connected with one end of the main shaft, and the other end of the first planetary gear mechanism is connected with the first output half shaft; the second planetary gear mechanism is rotatably arranged on the other side of the box body, and second outer ring teeth are arranged on the outer side of the second planetary gear mechanism. A traditional clutch structure is omitted, full-meshing gear transmission is adopted, and the locking reaction time during slipping is short. The failure rate of the axle is low, maintenance is convenient, the maintenance frequency of the axle is reduced, and reliability is improved. And the locking can be realized in the operation process.

Description

TECHNICAL FIELD

[0001] The utility model relates to a drive transmission structure especially a drive axle applied to a vehicle or a tractor. BACKGROUND

[0002] The drive axle is located at the end of the transmission system and can change the rotation speed and torque from the transmission and transmit them to the driving wheel. The drive axle supports the wheels of the vehicle and enables the wheels to correctly contact the road surface. The common drive axle is generally composed of a speed reducer, a differential, a wheel transmission device and a drive axle housing.

[0003] When the vehicle turns, the rotation speeds of the inner wheel and the outer wheel are different. The differential can adjust the rotation speed of the wheel so that the wheel can run smoothly when turning, reducing tire wear and improving maneuverability.

[0004] When one side of the traditional drive axle differential loses traction (such as tire skidding or sinking in mud), it will transmit most of the power to the slipping wheel, causing the other side of the wheel to be unable to fully utilize the traction, thereby affecting the passability and stability of the vehicle.

[0005] To solve the above-mentioned deficiencies of the traditional drive axle, there are two improved structures, which are friction plate type limited slip differential and Torsen differential.

[0006] The basic principle of the friction plate type limited slip differential is: when one side of the automobile driving wheel appears skidding phenomenon, the friction between the friction plates in the limited slip differential restricts the rotation of the half shaft wheel relative to the differential housing, increases the resistance of relative rotation, temporarily "locks" the differential, and makes the two driving wheels "rigidly" connected, so that the driving force of the automobile is transmitted to the driving wheel on the good road surface as much as possible. Thus, the total driving force of the automobile is increased, and the passability of the automobile is improved.

[0007] The friction plate type limited slip differential has the following deficiencies: ① easy to wear, difficult to maintain; ② the locking coefficient is large, the steering is difficult, the limited slip is small, and the function is poor; ③ this type of differential has special requirements for lubricating oil, so when selecting lubricating oil, the different requirements of gear and friction plate for oil should be considered; ④ the structure of this type of differential is complex, and the price is high.

[0008] The basic principle of the Torsen differential is: when one side of the automobile driving wheel appears skidding phenomenon, the non-reversibility principle and high friction condition of the worm gear transmission are used to make the differential automatically lock or release according to the size of the internal differential torque (i.e. the internal friction torque of the differential), i.e. when the internal differential torque of the differential is small, the differential function is started, and when the internal differential torque of the differential is too large, the differential is automatically locked, which can effectively improve the passability of the automobile.

[0009] The Torsen differential has the following disadvantages: ① The structure of the Torsen differential is relatively complex, resulting in a relatively large weight and a relatively high cost. Although this design provides good slip limiting performance, it has certain problems in terms of cost and practicability; ② Large noise and difficult assembly: compared with other slip limiting devices, the Torsen slip limiting differential has relatively large noise and high assembly difficulty. This increases the difficulty of maintenance and care, which may cause certain inconvenience to the use of the vehicle; ③ The Torsen differential cannot bear a large load. Practical new type content

[0010] The first technical problem to be solved by the utility model is to provide a vehicle or tractor axle assembly capable of relieving differential in a stuck situation.

[0011] The second technical problem to be solved by the utility model is to provide a vehicle or tractor axle assembly capable of bearing a large torque and load.

[0012] The third technical problem to be solved by the utility model is to provide a vehicle or tractor axle assembly with a relatively simple structure, low cost and convenient assembly.

[0013] The technical scheme adopted by the utility model to solve the first, second and third technical problems is as follows: a vehicle or tractor axle assembly, characterized by comprising

[0014] a box body having an internal space;

[0015] a main shaft rotatably arranged in the box body;

[0016] a first output half shaft rotatably arranged on one side of the box body;

[0017] a first planetary gear mechanism rotatably arranged on one side of the box body and externally provided with a first outer ring tooth, one end of the first planetary gear mechanism being connected with one end of the main shaft, and the other end being connected with the first output half shaft;

[0018] a second output half shaft rotatably arranged on the other side of the box body;

[0019] a second planetary gear mechanism rotatably arranged on the other side of the box body and externally provided with a second outer ring tooth, one end of the second planetary gear mechanism being connected with the other end of the main shaft, and the other end being connected with the second output half shaft;

[0020] a first differential shaft rotatably arranged on one side of the box body, one end of the first differential shaft being provided with a first differential gear, and the other end being provided with a first bevel gear, the first differential gear being in meshing transmission with the first outer ring tooth;

[0021] A second differential shaft is rotatably arranged in the other side of the housing, and has a second differential gear at one end and a second bevel gear at the other end. The second differential gear is in gear transmission with the second outer ring gear.

[0022] A brake input shaft is rotatably arranged on the housing, and has a brake bevel gear at one end extending out of the housing and at the other end extending into the housing and in gear transmission with the first bevel gear and the second bevel gear.

[0023] A power input shaft is rotatably arranged on the housing and in transmission connection with the main shaft through a transmission mechanism.

[0024] Preferably, the transmission mechanism comprises an output bevel gear arranged on the power input shaft in the housing and an input bevel gear arranged on the main shaft and in gear transmission with the output bevel gear.

[0025] Preferably, the output bevel gear and the input bevel gear are circular arc bevel gears.

[0026] The first planetary gear mechanism can adopt a single-stage planetary gear transmission structure, and specifically comprises

[0027] A ring gear having inner ring teeth and the first outer ring teeth;

[0028] A sun gear arranged at one end of the main shaft and in the inner cavity of the ring gear;

[0029] A carrier rotatably arranged on the housing and having a shaft portion and connected with the first output half shaft; and

[0030] A plurality of planetary gears rotatably arranged on the carrier and arranged around the sun gear, and the two ends of the planetary gears are in gear transmission with the sun gear and the inner ring teeth, respectively.

[0031] The first planetary gear mechanism can also adopt a two-stage planetary gear transmission structure, and specifically comprises a first-stage planetary gear reduction mechanism and a second-stage planetary gear reduction mechanism connected with the first-stage planetary gear reduction mechanism.

[0032] Preferably, the first-stage planetary gear reduction mechanism comprises

[0033] A first ring gear having first inner ring teeth and the first outer ring teeth;

[0034] A first sun gear arranged at one end of the main shaft and in the inner cavity of the first ring gear;

[0035] A first carrier rotatably arranged in the housing and having a shaft portion; and

[0036] The first planetary gears are a plurality of gears rotatably arranged on the first planetary carrier and around the first sun gear, and the two ends of the first planetary gears are respectively in meshing engagement with the first sun gear and the first inner ring gear;

[0037] The secondary planetary reduction mechanism comprises

[0038] The second ring gear has a second inner ring gear;

[0039] The second sun gear is arranged on the shaft portion of the first planetary carrier and located in the inner cavity of the second ring gear;

[0040] The second planetary carrier is rotatably arranged on the box body and connected with the first output half shaft; and

[0041] The second planetary gears are a plurality of gears rotatably arranged on the second planetary carrier and around the second sun gear, and the two ends of the second planetary gears are respectively in meshing engagement with the second sun gear and the second inner ring gear.

[0042] The first planetary gear mechanism can also adopt a three-stage or more than three-stage planetary gear speed change structure, which is not described here.

[0043] Preferably, the power input shaft and the brake input shaft are respectively located on the opposite sides of the box body.

[0044] Compared with the prior art, the utility model has the advantages that the utility model cancels the traditional clutch structure, adopts full meshing gear transmission, and the locking reaction time is short when slipping. Through testing, the axle failure rate is low, maintenance is convenient, the axle maintenance frequency is reduced, and the reliability is improved. Can be applied to ordinary vehicles, agricultural vehicles, engineering vehicles and the like; when the left and right speeds are the same, only the brake input shaft needs to be locked, and the power is not disconnected, so that the locking can be realized during operation. BRIEF DESCRIPTION OF DRAWINGS

[0045] Figure 1 It is a structural schematic diagram of an embodiment.

[0046] Figure 2 It is an exploded view of an embodiment.

[0047] Figure 3 It is Figure 2 It is an enlarged view of another view of a middle portion structure.

[0048] Figure 4 It is Figure 3 It is a partial exploded view.

[0049] Figure 5 It is Figure 3 It is a perspective sectional view. DETAILED DESCRIPTION

[0050] The utility model will be described in further detail below in combination with the drawings.

[0051] The axle assembly in the embodiment can be applied to vehicles and tractors, and specifically can be applied to ordinary vehicles, agricultural vehicles and engineering vehicles.

[0052] Reference Figures 1-4 As shown in the drawings, the vehicle or tractor axle assembly in the embodiment comprises a box body 7, a main shaft 3, a first output half shaft 25, a first planetary gear mechanism 10, a second output half shaft 25a, a second planetary gear mechanism 10a, a first differential shaft 6, a second differential shaft 6a, a brake input shaft 5 and a power input shaft 4.

[0053] The box body 7 has an internal space, and the box body 7 in the embodiment is assembled by a shell 72 and a shell cover 71 arranged at the port of the shell 72.

[0054] The main shaft 3 is rotatably arranged in the box body 7; the first output half shaft 25 is rotatably arranged on one side of the box body 7; the first planetary gear mechanism 10 is rotatably arranged on one side of the box body 7 and has a first outer ring gear 112 on the outside, one end of the first planetary gear mechanism 10 is connected with one end of the main shaft 3, and the other end is connected with the first output half shaft 25.

[0055] The second output half shaft 25a is rotatably arranged on the other side of the box body 7; the second planetary gear mechanism 10a is rotatably arranged on the other side of the box body 7 and has a second outer ring gear 112a on the outside, one end of the second planetary gear mechanism 10a is connected with the other end of the main shaft 3, and the other end is connected with the second output half shaft 25a.

[0056] The first differential shaft 6 is rotatably arranged on one side in the box body 7, has a first differential gear 61 at one end and a first bevel gear 62 at the other end, and the first differential gear 61 is in meshing transmission with the first outer ring gear; the second differential shaft 6a is rotatably arranged on the other side in the box body 7, has a second differential gear 61a at one end and a second bevel gear 62a at the other end, and the second differential gear 61a is in meshing transmission with the second outer ring gear 112a.

[0057] The brake input shaft 5 is rotatably arranged on the box body 7, one end of which extends out of the box body 7, and the other end of which extends into the box body 7 and has a brake bevel gear 51 in meshing transmission with the first bevel gear 62 and the second bevel gear 62a.

[0058] The power input shaft 4 is rotatably arranged on the box 7 and is in driving connection with the main shaft 3 through a transmission mechanism. The transmission mechanism in this embodiment includes an output bevel gear 41 and an input bevel gear 31 in meshing transmission with the output bevel gear 41, the output bevel gear 41 being arranged on the power input shaft 4 and located in the box 7, and the input bevel gear 31 being arranged on the main shaft 3. The output bevel gear 41 and the input bevel gear 31 in this embodiment are both circular arc bevel gears.

[0059] The main shaft 3, the first output half shaft 25 and the second output half shaft 25a are arranged in line; the first differential shaft 6 and the second differential shaft 6a are arranged in line, the first differential shaft 6 being arranged in parallel with the main shaft 3, the brake input shaft 5 being arranged in line with the power input shaft 4, and the power input shaft 4 and the brake input shaft 5 being respectively located on opposite sides of the box 7. The brake input shaft 5 is arranged perpendicularly to the main shaft 3.

[0060] In combination with Figs. 1, 2, 3 and 4, Figure 3 , Figure 4 and Figure 5 , it is shown that the first planetary gear mechanism 10 includes a first-stage planetary reduction mechanism 1 and a second-stage planetary reduction mechanism 2 connected with the first-stage planetary reduction mechanism 1.

[0061] The first-stage planetary reduction mechanism 1 includes a first ring gear 11, a first sun gear 14, a first carrier 12 and first planetary gears 13, the first ring gear 11 having a first inner ring gear tooth 111 and a first outer ring gear tooth 112; the first sun gear 14 being arranged on one end of the main shaft 3 and located in an inner cavity of the first ring gear 11; the first carrier 12 being rotatably arranged in the box 7 and having a shaft portion 121; the first planetary gears 13 being three in number, rotatably arranged on the first carrier 12 and surrounding the first sun gear 14, and the two ends of the first planetary gears 13 being in meshing transmission with the first sun gear 14 and the first inner ring gear tooth 111 respectively.

[0062] The second-stage planetary reduction mechanism 2 includes a second ring gear 21, a second sun gear 24, a second carrier 22 and second planetary gears 23, the second ring gear 21 having a second inner ring gear tooth 211; the second sun gear 24 being arranged on the shaft portion 121 of the first carrier 12 and located in an inner cavity of the second ring gear 21; the second carrier 22 being rotatably arranged on the box 7 and connected with the first output half shaft 25; the second planetary gears 23 being a plurality in number, rotatably arranged on the second carrier 22 and surrounding the second sun gear 24, and the two ends of the second planetary gears 23 being in meshing transmission with the second sun gear 24 and the second inner ring gear tooth 211 respectively.

[0063] The specific structure of the second planetary gear mechanism 10a in this embodiment adopts the first planetary gear mechanism 10, and the two are symmetrically designed. Here, no further description is given. The rotatable connection involved in this embodiment can all adopt bearing connection, and no further description is given.

[0064] When power is input to the power input shaft, it is transmitted through the transmission mechanism to the left and right primary planetary reduction mechanisms, where it is reduced in speed and then transmitted to the secondary planetary reduction mechanism before being output to the first and second output axles. These first and second output axles are not through-axles, but rather mesh through a planetary gear mechanism. The differential speed between the two is achieved through the first bevel gear, the first differential shaft, the first differential gear, and the first outer ring gear at one end, and the second bevel gear, the second differential shaft, the second differential gear, and the second outer ring gear at the other end.

[0065] When one side of the wheel gets stuck in mud, a big pothole, or slips on ice and snow, the rotation speeds of the left and right sides are different. At this time, the brake is used to keep the input shaft stationary. Because the first bevel gear and the second bevel gear remain stationary, the first ring gear of the first planetary gear mechanism remains stationary, and the differential drive stops. At this time, the first planetary gear mechanism continues to rotate to drive the first output half shaft to achieve power output. Similarly, the second planetary gear mechanism on the right continues to rotate to drive the second output half shaft to achieve power output. At this time, both sides are at the same speed, allowing the vehicle to get out of the mud, big pothole or ice and snow.

Claims

1. A vehicle or tractor axle assembly, characterized in that: include A box (7) having a content space; A main shaft (3) is rotatably disposed in the aforementioned housing (7); A first output half shaft (25) is rotatably disposed on one side of the housing (7); A first planetary gear mechanism (10) is rotatably disposed on one side of the housing (7) and has a first outer ring gear (112) on the outer side. One end of the first planetary gear mechanism (10) is connected to one end of the main shaft (3), and the other end is connected to the first output half shaft (25). A second output half shaft (25a) is rotatably disposed on the other side of the housing (7); A second planetary gear mechanism (10a) is rotatably disposed on the other side of the housing (7) and has a second outer ring gear (112a) on the outside. One end of the second planetary gear mechanism (10a) is connected to the other end of the aforementioned main shaft (3), and the other end is connected to the aforementioned second output half shaft (25a); A first differential shaft (6) is rotatably disposed on one side of the housing (7), with a first differential gear (61) disposed at one end and a first bevel gear (62) disposed at the other end, wherein the first differential gear (61) is meshed with the first outer ring gear (112) for transmission; A second differential shaft (6a) is rotatably disposed on the other side of the housing (7), with a second differential gear (61a) disposed at one end and a second bevel gear (62a) disposed at the other end. The second differential gear (61a) is meshed with the second outer ring gear (112a) for transmission. a brake input shaft (5) rotatably mounted on the housing (7), with one end extending out of the housing (7) and the other end extending into the housing (7) and having a brake bevel gear (51) meshing with the first bevel gear (62) and the second bevel gear (62a); and The power input shaft (4) is rotatably arranged on the box (7) and is connected to the main shaft (3) through a transmission mechanism.

2. The vehicle or tractor axle assembly according to claim 1, characterized in that: The transmission mechanism comprises an output bevel gear (41) and an input bevel gear (31) meshing with the output bevel gear (41) for transmission. The output bevel gear (41) is arranged on the power input shaft (4) and located in the box (7). The input bevel gear (31) is arranged on the main shaft (3).

3. The vehicle or tractor axle assembly according to claim 2, characterized in that: The output bevel gear (41) and the input bevel gear (31) are both circular arc bevel gears.

4. The vehicle or tractor axle assembly according to claim 1, characterized in that: The first planetary gear mechanism (10) comprises at least a first-stage planetary reduction mechanism (1) and a second-stage planetary reduction mechanism (2) connected to the first-stage planetary reduction mechanism (1).

5. The vehicle or tractor axle assembly according to claim 4, characterized in that: The first-stage planetary reduction mechanism (1) comprises A first ring gear (11) having first inner ring teeth (111) and the first outer ring teeth (112); A first sun gear (14) is provided at one end of the main shaft (3) and is located in the inner cavity of the first ring gear (11); A first planet carrier (12) is rotatably disposed in the housing (7) and has a shaft (121); and A plurality of first planetary gears (13) are rotatably mounted on the first planet carrier (12) and arranged around the first sun gear (14), with two ends of the first planetary gears (13) respectively meshing with the first sun gear (14) and the first inner ring gear (111); The two-stage planetary reduction mechanism (2) includes A second ring gear (21) having second inner ring teeth (211); A second sun gear (24) is provided on the shaft portion (121) of the first planetary carrier (12) and is located in the inner cavity of the second ring gear (21); A second planet carrier (22) is rotatably mounted on the housing (7) and connected to the first output half shaft (25); and The second planetary gears (23) are plural and rotatably mounted on the second planetary carrier (22) and arranged around the second sun gear (24). The two ends of the second planetary gears (23) are respectively engaged with the second sun gear (24) and the second inner ring gear (211).

6. The vehicle or tractor axle assembly according to claim 1, characterized in that: The first planetary gear mechanism includes A ring gear having inner ring teeth and the first outer ring teeth; a sun gear, disposed at one end of the main shaft and located in the inner cavity of the ring gear; A planet carrier rotatably mounted on the housing and having a shaft portion connected to the first output half-shaft; as well as There are multiple planetary gears, which are rotatably mounted on the planet carrier and arranged around the sun gear. The two ends of the planetary gears are respectively engaged with the sun gear and the inner ring gear.

7. The vehicle or tractor axle assembly according to claim 1, characterized in that: The power input shaft (4) and the brake input shaft (5) are respectively located on two opposite sides of the box body (7).

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