Engineering machinery drive axle transmission system with differential locking function
By designing a drive axle transmission system for engineering machinery with a differential locking function, the problem of poor passability of the entire machine under ground conditions with large differences in ground adhesion is solved, achieving efficient passability under different ground conditions and reducing production costs.
Patent Information
- Application Number
- CN202422766525.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-13
- Publication Date
- 2025-10-28
- Estimated Expiration
- 2034-11-13
AI Technical Summary
The traditional drive axle transmission system of engineering machinery has poor overall machine passability under ground conditions with large differences in ground adhesion, and is also relatively expensive.
A drive axle transmission system for engineering machinery with a differential locking function is designed. The system includes a differential housing, differential assembly, locking unit, thrust bearing, and return spring. The differential locking function can be used to adjust the speed under ground conditions with large differences in adhesion, thereby improving the overall machine's passability. Steel is used instead of copper to make bevel gear gaskets to reduce costs.
It improves the vehicle's overall passability under ground conditions with large differences in ground adhesion, while reducing production costs.
Smart Images
Figure CN223483339U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of engineering machinery transmission components, specifically providing an engineering machinery drive axle transmission system with differential locking function. Background Technology
[0002] Construction machinery is an important component of the equipment manufacturing industry, primarily used in national defense construction, transportation infrastructure development, energy industry construction, raw material industry construction such as mining, agriculture, forestry and water conservancy, industrial and civil building construction, urban development, environmental protection, and many other fields. The drive axle assembly is a crucial component of construction machinery, mainly used for power transmission and load bearing. By transmitting power from the engine to the wheels, the drive axle assembly propels the vehicle forward or backward. Simultaneously, it bears the vehicle's weight and provides steering. The drive axle assembly plays a vital role in construction machinery, and its performance directly impacts the operating efficiency and safety of the machinery.
[0003] The main drivetrain, a crucial component of the drive axle assembly, primarily consists of helical gear pairs, differential assemblies, and other parts. Its main function within the drive axle assembly is to increase torque and change the direction of force transmission. Traditional engineering machinery drive axle main drivetrain systems exhibit the characteristic of differential speed difference but not force difference, making the differential structure unsuitable for ground conditions with significant differences in ground adhesion.
[0004] Therefore, how to design a drive axle transmission system for engineering machinery that can operate under ground conditions with large differences in ground adhesion and ensure the overall passability of the machine under various road conditions is an urgent problem to be solved. Utility Model Content
[0005] To address the aforementioned problems, this invention provides a drive axle transmission system for engineering machinery with differential locking function, which can solve the problems of poor overall machine passability and high cost when there are large differences in ground adhesion.
[0006] This utility model provides a drive axle transmission system for engineering machinery with differential locking function, specifically including a differential housing, a differential assembly with locking function disposed inside the differential housing, the differential assembly including a locking unit, the locking unit including a differential gear sleeve and a differential piston located axially outside the differential housing from the inside to the outside, a thrust bearing disposed between the differential gear sleeve and the differential piston; the differential gear sleeve and the differential housing are respectively provided with mutually cooperating internal splines and external splines, and the differential housing also includes a return spring.
[0007] Furthermore, a differential bearing is provided on the differential housing, and a drive oil passage communicating with the differential piston is provided on the differential bearing seat of the differential bearing.
[0008] Furthermore, a limiting sleeve is provided between the differential housing and the differential piston, and the oil outlet of the inclined oil passage forms a drive oil chamber between the differential piston, the differential bearing housing, and the limiting sleeve.
[0009] Furthermore, the drive oil passage includes a straight oil passage and an inclined oil passage connected to the lower side of the straight oil passage, and the inclined oil passage is connected to the drive oil chamber.
[0010] Furthermore, the end face of the limiting sleeve near the drive oil chamber is evenly distributed with multiple end face oil grooves for introducing the oil in the oil chamber into the end face between the differential piston and the limiting sleeve and for providing axial thrust to the differential piston.
[0011] Furthermore, the differential assembly includes a central slotted shaft, a small bevel gear connected to the slotted shaft, and a half-shaft gear meshing with the small bevel gear. The slotted shaft is connected to the differential housing.
[0012] Furthermore, a bevel gear shim is provided between the small bevel gear and the differential housing. The bevel gear shim is made of steel and has multiple heat dissipation grooves.
[0013] Furthermore, an elastic retaining ring is provided between the outer end face of the limiting sleeve and the differential bearing housing and the differential piston; elastic sealing rings are provided between the upper end face of the limiting sleeve and the differential bearing housing, between the lower end face of the limiting sleeve and the differential piston, and between the differential bearing housing and the differential piston.
[0014] Furthermore, the differential housing is provided with an adjusting sleeve located at the outer end face of the half-shaft gear, one end of the return spring is connected to the adjusting sleeve, and the other end of the return spring is connected to the differential gear sleeve.
[0015] Compared with the prior art, the present invention can achieve the following beneficial effects:
[0016] 1. This utility model introduces a differential assembly and a hydraulic differential lock structure, which can effectively improve the overall passability of the vehicle in ground conditions with large differences in ground adhesion.
[0017] 2. This utility model uses ordinary steel to replace copper material to make bevel gear gaskets, and adopts and increases the surface groove process, which can solve the wear resistance problem during contact friction, and at the same time significantly reduce the cost. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the overall structure of the main transmission assembly of the drive axle of engineering machinery according to an embodiment of the present utility model;
[0019] Figure 2 yes Figure 1 A magnified view of a section at point A in the middle;
[0020] Figure 3yes Figure 1 A magnified view of a section at point B in the middle;
[0021] Figure 4 This is a schematic diagram of the structure of the limiting sleeve provided according to an embodiment of the present utility model;
[0022] Figure 5 yes Figure 1 A magnified view of a section at point C;
[0023] Figure 6 This is a structural schematic diagram of the flexible spacer provided according to an embodiment of the present utility model;
[0024] Figure 7 This is a schematic diagram of the structure of the lubricating oil tank according to an embodiment of the present utility model;
[0025] Figure 8 This is a structural schematic diagram of the bevel gear washer provided according to an embodiment of the present utility model.
[0026] The reference numerals in the attached drawings include: 1. Differential housing; 2. Drive helical bevel gear; 3. Large helical bevel gear; 4. Main helical bearing; 5. Main helical bearing I; 6. Main helical bearing II; 7. Oil seal; 8. Flexible spacer; 9. Lubricating oil groove I; 10. Lubricating oil groove II; 11. Slotted shaft; 12. Small bevel gear; 13. Half shaft gear; 14. Differential gear sleeve; 15. Differential piston; 16. Thrust bearing; 17. Internal spline; 18. External spline; 19. Return spring; 20. Differential bearing; 21. Differential bearing housing; 22. Drive oil passage; 23. Straight oil passage; 24. Inclined oil passage; 25. Limiting sleeve; 26. End face oil groove; 27. Drive oil cavity; 28. Bevel gear gasket; 29. Heat dissipation groove; 30. Input flange; 31. Locking nut; 32. Support section; 33. Top support section; 34. Deformation cavity; 35. Main drive housing; 36. Elastic retaining ring; 37. Elastic sealing ring; 38. Adjusting sleeve; 39. Rectangular cavity; 40. Sector cavity. Detailed Implementation
[0027] The appendix will be referenced below. Figure 1-8 Embodiments of this utility model are described below. In the following description, the same modules are denoted by the same reference numerals. Where the same reference numerals are used, their names and functions are also the same. Therefore, their detailed description will not be repeated.
[0028] To make the objectives, technical solutions, and advantages of this utility model clearer, the following description is provided in conjunction with the appendix. Figure 1-8 The present invention will be further described in detail below with reference to specific embodiments. It should be understood that the specific embodiments described herein are only for explaining the present invention and do not constitute a limitation thereof.
[0029] A type of main drive assembly for engineering machinery drive axles, such as Figure 1As shown, the differential includes a differential housing 1, a driving spiral bevel gear 2 and a large spiral bevel gear 3 that mesh with each other. The large spiral bevel gear 3 is connected to the differential housing 1, and the driving spiral bevel gear 2 meshes below the large spiral bevel gear 3. The driving spiral bevel gear 2 and the large spiral bevel gear 3 have a 90° staggered shaft structure. Figure 1 In this diagram, N represents the radial direction and M represents the axial direction. The driving spiral bevel gear 2 transmits force to the large spiral bevel gear 3, which then changes the direction of force transmission and drives the wheels to rotate. Figure 1 The L-line is the axial centerline of the differential housing 1, with the wheels located on both sides of the L-line.
[0030] like Figure 1 As shown, the driving spiral bevel gear 2 is connected to an input flange 30 located below the oil seal 7. The input flange 30 is connected to the power output component, which outputs driving force to the input flange 30. The input flange 30 then transmits the driving force to the driving spiral bevel gear 2, which in turn transmits the driving force to the large spiral bevel gear 3. The large spiral bevel gear 3 drives the differential housing 1 and its internal output shaft to rotate. The wheels are connected to both sides of the drive shaft, thus enabling the wheels to rotate.
[0031] like Figures 1 to 3 As shown, a differential assembly with locking function is provided inside the differential housing 1. The differential assembly includes a central slotted shaft 11, a small bevel gear 12 connected to the slotted shaft 11, and a half-shaft gear 13 meshing with the small bevel gear 12. The slotted shaft 11 is connected to and clamped by the differential housing 1. After the driving spiral bevel gear 2 transmits the driving force to the large spiral bevel gear 3, the large spiral bevel gear 3 transmits the driving force to the differential housing 1. The differential housing 1 rotates the slotted shaft 11, which drives the small bevel gear 12 to rotate. The small bevel gear 12 drives the half-shaft gear 13 meshing with it to move. The half-shaft gear 13 outputs the driving force to the two wheel sides through splines.
[0032] A bevel gear washer 28 is provided between the small bevel gear 12 and the differential housing 1. The bevel gear washer 28 is made of steel and has multiple heat dissipation grooves 29. The use of ordinary steel instead of traditional copper material for the bevel gear washer 28 can save production costs while ensuring performance. The heat dissipation grooves 29 can be used to store lubricating oil and solve the problem of heat dissipation during high-speed operation. The bevel gear washer 28 has high wear resistance, smoother sliding friction, and a lower coefficient of friction. The coefficient of friction can be reduced by the self-slip properties of copper.
[0033] The differential assembly also includes a locking unit connected to the differential housing 1 and located outside the half-shaft gear 13. The locking unit includes a differential sleeve 14 and a differential piston 15 located axially outside the differential housing 1 from the inside to the outside. A thrust bearing 16 is provided between the differential sleeve 14 and the differential piston 15. The axial movement of the differential piston 15 can push the differential sleeve 14 to move axially through the thrust bearing 16. Since the differential piston 15 and the differential sleeve 14 will rotate relative to each other during the movement, the thrust bearing 16 between the differential piston 15 and the differential sleeve 14 plays the role of bearing axial force and converting the sliding friction of relative movement into rolling friction.
[0034] The differential sleeve 14 has an internal spline 17, and the differential housing 1 has an external spline 18. The differential housing 1 includes a return spring 19. When differential locking is required, the differential piston 15 pushes the differential sleeve 14 axially towards the slotted shaft 11. At this time, the internal spline 17 and the external spline 18 engage to achieve differential locking. When differential locking is not required, the differential piston 15 stops moving, and the return spring 19 separates the internal spline 17 from the external spline 18. When the adhesion of the two wheel edges differs significantly, or when one wheel is stuck in mud, the wheel will continue to rotate while the other wheel does not receive power output. The differential locking function can lock the differential function, allowing the other wheel edge to receive power, thus solving the problem of power only being output from one side.
[0035] A differential bearing 20 is provided on the differential housing 1. A drive oil passage 22 communicating with the differential piston 15 is provided on the differential bearing seat 21 of the differential bearing 20. The drive oil passage 22 includes a straight oil passage 23 and an inclined oil passage 24 communicating with the lower side of the straight oil passage 23. The straight oil passage 23 is formed by opening downward from the upper end of the differential bearing seat 21. The inclined oil passage 24 is formed by opening obliquely upward from the lower end of the differential bearing seat 21 toward the lower end of the straight oil passage 23. The design of the inclined oil passage 24 is based on the limited space for opening oil passages on the differential bearing seat 21. It is set up in order to both meet the opening space range of oil passages on the differential bearing seat 21 and realize the driving requirements of the differential piston 15.
[0036] A limiting sleeve 25 is provided between the differential housing 1 and the differential piston 15. The oil outlet of the inclined oil passage 24 forms a driving oil chamber 27 between the differential piston 15, the differential bearing housing 21, and the limiting sleeve 25. Figure 4 As shown, multiple end-face oil grooves 26 are evenly distributed on the end face of the limiting sleeve 25 near the drive oil chamber 27. The inclined oil passage 24 introduces oil into the drive oil chamber 27, and the end-face oil grooves 26 assist the oil flow to the end face between the differential piston 15 and the limiting sleeve 25, providing axial thrust to the differential piston 15. Figure 4As shown, a ring of end-face oil grooves 26 is designed on the end face of the limiting sleeve 25. The design of the ring of end-face oil grooves 26 facilitates the complete introduction of oil between the limiting sleeve 25 and the differential piston 15 to push the differential piston 15 to move axially. The differential assembly can realize the differential speed of the left and right wheel sides, and automatically adjust the output speed of the left and right sides according to the different speeds of the left and right wheel sides.
[0037] like Figure 1 , Figures 5 to 7 As shown, the driving spiral bevel gear 2 is equipped with a main spiral bearing 4 and an oil seal 7. A main drive housing 35 is provided outside the main spiral bearing 4 and oil seal 7. The main spiral bearing 4 and oil seal 7 are assembled and fixed on the main drive housing 35. An oil groove assembly for lubricating the main spiral bearing 4 and oil seal 7 is provided on the main drive housing 35. The oil groove assembly includes a first lubricating oil groove 9 and a second lubricating oil groove 10. The first lubricating oil groove 9 connects to the main spiral bearing 4, and oil is introduced through the first lubricating oil groove 9 to lubricate the main spiral bearing 4. The second lubricating oil groove 10 connects to the oil seal 7 and the main spiral bearing 4, and oil is introduced through the second lubricating oil groove 10 to lubricate the main spiral bearing 4 and oil seal 7. The main spiral bearing 4 includes a first main spiral bearing 5 and a second main spiral bearing 6 symmetrically arranged, as shown... Figure 5 As shown, oil is introduced into the lubricating oil tank 9 to continue lubricating the main spiral bearing 5 and the main spiral bearing 6, while oil is introduced into the lubricating oil tank 10 to lubricate the main spiral bearing 6 and the oil seal 7.
[0038] like Figure 7 As shown, lubricating oil groove 1 (9) and lubricating oil groove 2 (10) are located on both sides of the main drive housing 35. Both lubricating oil groove 1 (9) and lubricating oil groove 2 (10) are spiral oil groove structures. The oil inlet K1 of both lubricating oil groove 1 (9) and lubricating oil groove 2 (10) is higher than the oil outlet K2, and the oil inlet K1 of both lubricating oil groove 1 (9) and lubricating oil groove 2 (10) is higher than the horizontal working oil plane P. The introduction of the oil groove group ensures good lubrication at the position of the drive bolt bearing, enabling the main spiral bearing 4 and oil seal 7 to maintain stable operation in harsh high-speed operating environments. During uphill and downhill operation of the whole machine, the spiral oil groove can prevent oil from flowing back into the housing, preventing it from remaining at the bearing and oil seal and causing product damage. It can ensure that the main spiral bearing 4 and oil seal 7 can receive sufficient lubrication and heat dissipation.
[0039] like Figure 1 , Figure 5 , Figure 6As shown, a flexible spacer 8 is provided between the inner rings of the main spiral bearing 5 and the main spiral bearing 6. The flexible spacer 8 includes a support section 32, the thickness and inner diameter of which are determined by the tightening torque of the locking nut 31 and the clearance range between the main spiral bearings 4. The flexible spacer 8 includes a top support section 33 located on both radial sides of the support section 32. The top support section 33 is placed on the end face of the inner ring of the main spiral bearing 4 and supports it. The support section 32 is an arc-shaped structure protruding away from the driving spiral bevel gear 2. A deformation cavity 34 is provided on the flexible spacer 8 between the support section 32 and the driving spiral bevel gear 2. The deformation cavity 34 includes a rectangular cavity 39 opened at the top support section 33 and a fan-shaped cavity 40 opened at the support section 32.
[0040] like Figure 1 As shown, a locking nut 31 connected to the driving spiral bevel gear 2 is provided below the input flange 30. The locking nut 31 contacts the lower end of the input flange 30 and is threadedly connected to the lower end of the driving spiral bevel gear. When the locking nut 31 is tightened, it will push the input flange 30 upward toward the main spiral bearing 4, which will affect the clearance range between the first main spiral bearing 5 and the second main spiral bearing 6. At this time, the support section 32 of the flexible spacer 8 is compressed. The arc-shaped support section 32 can better bear the load and provide reverse support force. In conjunction with the tightening torque of the locking nut 31, it provides a radial support force to the inner ring of the first main spiral bearing 5 and the second main spiral bearing 6, thereby controlling the clearance range between the first main spiral bearing 5 and the second main spiral bearing 6 within a reasonable range. At the same time, while the flexible spacer 8 bears the load, the deformation cavity 34 can provide deformation space for the contraction of the flexible spacer 8. The cooperation of the fan-shaped cavity 40 and the rectangular cavity 39 can provide a suitable deformation space for the flexible spacer 8 while ensuring the load-bearing stiffness of the flexible spacer 8.
[0041] When adjusting the relevant components on the active spiral bevel gear 2, two requirements need to be met simultaneously: first, to provide a tightening torque to the active spiral bevel gear 2; and second, to control the clearance between the main spiral bearing 5 and the main spiral bearing 6 on the active spiral bevel gear 2. When the inner ring of the main spiral bearing 6 is pushed upwards, without the flexible spacer 8, under a suitable torque, the main spiral bearing 5 and the main spiral bearing 6 will be pressed shut, thus eliminating the clearance. In this embodiment, the aforementioned flexible spacer 8 can lock the tightening torque of the nut 31 while simultaneously satisfying the clearance requirements of the main spiral bearing 5 and the main spiral bearing 6.
[0042] Although embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present invention.
[0043] The specific embodiments of this utility model described above do not constitute a limitation on the scope of protection of this utility model. Any other corresponding changes and modifications made based on the technical concept of this utility model should be included within the scope of protection of the claims of this utility model.
Claims
1. A drive axle transmission system for engineering machinery with differential locking function, characterized in that, The differential housing (1) includes a differential assembly with locking function. The differential assembly includes a locking unit, which includes a differential sleeve (14) and a differential piston (15) located axially outside the differential housing (1) from the inside to the outside. A thrust bearing (16) is provided between the differential sleeve (14) and the differential piston (15). The differential sleeve (14) and the differential housing (1) are respectively provided with an internal spline (17) and an external spline (18) that cooperate with each other. The differential housing (1) also includes a return spring (19).
2. The engineering machinery drive axle transmission system with differential locking function according to claim 1, characterized in that, The differential housing (1) is provided with a differential bearing (20), and the differential bearing seat (21) of the differential bearing (20) is provided with a drive oil passage (22) that communicates with the differential piston (15).
3. The engineering machinery drive axle transmission system with differential locking function according to claim 2, characterized in that, A limiting sleeve (25) is provided between the differential housing (1) and the differential piston (15), and the oil outlet of the inclined oil passage (24) forms a driving oil chamber (27) between the differential piston (15), the differential bearing seat (21), and the limiting sleeve (25).
4. The engineering machinery drive axle transmission system with differential locking function according to claim 3, characterized in that, The drive oil passage (22) includes a straight oil passage (23) and an inclined oil passage (24) connected to the lower side of the straight oil passage (23). The inclined oil passage (24) is connected to the drive oil chamber (27).
5. The engineering machinery drive axle transmission system with differential locking function according to claim 4, characterized in that, The end face of the limiting sleeve (25) near the driving oil chamber (27) is evenly distributed with multiple end face oil grooves (26) for introducing the oil in the oil chamber into the end face between the differential piston (15) and the limiting sleeve (25) and for providing axial thrust to the differential piston (15).
6. The engineering machinery drive axle transmission system with differential locking function according to claim 5, characterized in that, The differential assembly includes a central slotted shaft (11), a small bevel gear (12) connected to the slotted shaft (11), and a half-shaft gear (13) meshing with the small bevel gear (12). The slotted shaft (11) is connected to the differential housing (1).
7. The engineering machinery drive axle transmission system with differential locking function according to claim 6, characterized in that, A bevel gear shim (28) is provided between the small bevel gear (12) and the differential housing (1). The bevel gear shim (28) is a steel structure. The bevel gear shim (28) is provided with multiple heat dissipation grooves (29).
8. The engineering machinery drive axle transmission system with differential locking function according to claim 7, characterized in that, An elastic retaining ring (36) is provided between the outer end face of the limiting sleeve (25) and the differential bearing seat (21) and the differential piston (15); an elastic sealing ring (37) is provided between the upper end face of the limiting sleeve (25) and the differential bearing seat (21), between the lower end face of the limiting sleeve (25) and the differential piston (15), and between the differential bearing seat (21) and the differential piston (15).
9. The engineering machinery drive axle transmission system with differential locking function according to claim 8, characterized in that, The differential housing (1) is provided with an adjusting sleeve (38) located on the outer end face of the half shaft gear (13). One end of the return spring (19) is connected to the adjusting sleeve (38), and the other end of the return spring (19) is connected to the differential gear sleeve (14).