Torsion limiting protection device for front axle and rear axle

Abstract

The utility model provides a torsion limiting protection device for a front axle and a rear axle, which belongs to the technical field of the front axle and the rear axle and comprises a shell and a power overload protection component arranged on the inner wall of the shell, the front axle protection assembly comprises a spline shaft, a driving gear, an inner spline groove, a bearing, a first gasket, a driven friction plate, a friction pad check ring, a belleville spring, a second gasket, a saddle-shaped gasket check ring, a driving friction plate, a saddle-shaped gasket semicircular check ring and a speed change assembly. Through the power overload protection assembly, the maximum torque range suitable for the engine is wide, parts such as front and rear axle transmission gears or bearings cannot be damaged due to too large power of the engine, and the maximum output torque of the engine can properly exceed the rated maximum torque of the front and rear axles; front and rear axles can automatically slip to protect front and rear transmission gears from being damaged, and products in the current market can be damaged.

Description

Technical Field

[0001] This utility model belongs to the field of front and rear axle technology, specifically relating to a front and rear axle torque limiting protection device. Background Technology

[0002] The front and rear axles, also known as the front and rear axles in the automotive industry, are important components of a vehicle's structure. They each have different functions and roles, and have a crucial impact on the vehicle's driving performance and safety.

[0003] I. Front Axle

[0004] The front axle, also known as the front wheel axle, is a device that transmits forces in all directions between the vehicle frame and the front wheels, as well as the resulting bending moments and torques. It is typically located at the front of the vehicle and connected to the steering system, transmitting the steering force output from the steering gear to the wheels to achieve vehicle steering. The main functions and characteristics of the front axle include: Steering function: As the steering axle, the front axle is a key component for vehicle steering. It connects to the steering system via steering knuckles, converting the rotation of the steering gear into wheel deflection, thereby achieving vehicle steering. Load-bearing function: The front axle not only supports the sprung mass at the front of the vehicle but also bears vertical loads from the ground, as well as various longitudinal forces, lateral forces, and related moments. Structural composition: The front axle typically consists of the final drive, differential, half-shafts, and axle housing. Some models may also include shock absorber springs, steering gear, and other accessories.

[0005] II. Rear Axle

[0006] The rear axle refers to the rear drive shaft component that transmits power to a vehicle. It consists of two half-axles, enabling differential movement between them. The main functions and characteristics of the rear axle include: Drive function: In most rear-wheel-drive vehicles, the rear axle is the drive axle, responsible for transmitting engine power to the wheels through the transmission system, propelling the vehicle forward. It also plays a role in deceleration and differential speed control, ensuring smooth driving under various road conditions. Load-bearing function: The rear axle also supports and connects the rear wheels, bearing the weight and load of the rear of the vehicle. Structural classification: Based on their structural form, rear axles can be divided into solid axles and half-axles. Solid axles are paired with non-independent suspensions, such as leaf spring suspensions; half-axles are paired with independent suspensions, such as MacPherson strut suspensions. Different types of rear axles have different characteristics in terms of load-bearing capacity, handling performance, and comfort.

[0007] Currently, most ATVs on the market lack power overload protection devices on their front and rear axles. Under certain operating conditions, power overload can occur, leading to damage to the front and rear axle transmission gears without overload protection. Overload protection devices would prevent such damage. This design borrows from the working principle of a clutch, using a combination of friction plates and disc springs, resulting in high reliability. However, its drawback is a relatively large error in controlling the axial preload. Utility Model Content

[0008] The purpose of this invention is to provide a front and rear axle torque limiting protection device, which aims to solve the problems mentioned in the background art.

[0009] A front and rear axle torque limiting protection device, comprising,

[0010] shell;

[0011] A power overload protection assembly is located on the inner wall of the housing. The assembly includes a front axle protection assembly and a rear axle protection assembly. The front axle protection assembly includes a splined shaft, a drive gear, an internal spline groove, a bearing, a first shim, a driven friction plate, a friction pad retaining ring, a disc spring, a second shim, a saddle-shaped shim retaining ring, a drive friction plate, a saddle-shaped shim semi-circular retaining ring, and a transmission assembly. The transmission assembly is located inside the housing. A drive gear is fixedly mounted at one end of the splined shaft. The bearing is sleeved on the outer wall of one end of the splined shaft. The first... A shim is fitted onto the outer wall of one end of the spline shaft. The driven friction plate and the driving friction plate are fitted onto the outer wall of the spline shaft at equal intervals. The friction pad retaining ring is fitted onto the outer wall of the spline shaft. The butterfly spring is fitted onto the outer wall of one end of the spline shaft. The second shim is fitted onto the outer wall of one end of the spline shaft. The saddle-shaped shim retaining ring is fitted onto the outer wall of one end of the spline shaft. The saddle-shaped shim semi-circular retaining ring is fitted onto the outer wall of one end of the spline shaft. An input spline sleeve is fitted onto the outer wall of the spline shaft, and a front axle input connector is fitted onto the outer wall of the input spline sleeve.

[0012] The rear axle protection assembly includes a rear axle assembly, an intermediate shaft, a driven gear, a main gear, a rear axle disc spring, a rear axle driving friction plate, a rear axle driven friction plate, a rear axle friction pad retainer, a rear axle retainer, a rear axle output shaft, and a rear axle input shaft. The intermediate shaft is rotatably embedded inside the rear axle assembly. The driven gear and main gear are respectively sleeved on both sides of the outer wall of the intermediate shaft. The rear axle disc spring is sleeved on the outer wall of the intermediate shaft. The rear axle friction pad retainer is sleeved on the outer wall of the intermediate shaft. The rear axle retainer is sleeved on the outer wall of the intermediate shaft. The rear axle output shaft and rear axle input shaft are rotatably embedded inside the rear axle assembly.

[0013] Furthermore, the transmission assembly includes a differential housing, planetary gears, driven gears, half-shaft gears, a first sliding sleeve, a second sliding sleeve, a first shift fork, a shift cam, and a second shift fork.

[0014] Furthermore, the driven gear is fixedly mounted on the outer wall of the differential housing, the planetary gear is rotatably embedded in the inner wall of the differential housing, and the half-shaft gear and the planetary gear are meshed and connected for transmission.

[0015] Furthermore, the first sliding sleeve is fitted onto the outer wall of the half-shaft gear, and the first sliding sleeve is matched with the first shift fork.

[0016] Furthermore, the second sliding sleeve is matched with the second shift fork.

[0017] Furthermore, the shift cam, the first shift fork, and the second shift fork are matched with each other.

[0018] Compared with the prior art, the beneficial effects of this utility model are:

[0019] The power overload protection component can adapt to a wide range of maximum engine torque, preventing damage to front and rear axle transmission gears or bearings due to excessive engine power. It can accommodate engine output torque that appropriately exceeds the rated maximum torque of the front and rear axles. When the engine output power is overloaded, the front and rear axles will automatically slip to protect the front and rear transmission gears from damage, whereas currently available products on the market would be damaged. Attached Figure Description

[0020] The accompanying drawings are provided to further illustrate the present invention and form part of the specification. They are used together with the embodiments of the present invention to explain the present invention, but do not constitute a limitation thereof. In the drawings:

[0021] Figure 1 This is a partial half-sectional perspective view of the present invention;

[0022] Figure 2 This is a cross-sectional view of the outer casing of this utility model;

[0023] Figure 3 This is a cross-sectional view of the spline shaft of this utility model;

[0024] Figure 4 This is a cross-sectional view of the active friction pad of this utility model;

[0025] Figure 5 This is a front view of the driven friction plate of this utility model;

[0026] Figure 6 This is a front view of the friction pad retaining ring of this utility model;

[0027] Figure 7 This is a front view of the active friction pad of this utility model;

[0028] Figure 8 This is a front view of the rear axle assembly of this utility model;

[0029] Figure 9 This is a front view of the rear axle output shaft of this utility model;

[0030] Figure 10 This is a front view of the intermediate shaft of this utility model;

[0031] Figure 11 This is a perspective view of the driven gear of the bridge in this utility model;

[0032] Figure 12 This is a cross-sectional view of the intermediate shaft of this utility model.

[0033] In the diagram: 1. Housing; 2. Splined shaft; 201. Drive gear; 3. Differential housing; 301. Planetary gear; 4. Driven gear; 5. Half-shaft gear; 6. First sliding sleeve; 7. Second sliding sleeve; 8. First shift fork; 9. Shift cam; 10. Second shift fork; 11. Internal spline groove; 12. Front axle input connector; 13. Input spline sleeve; 14. Bearing; 15. First gasket; 16. Driven friction plate; 17. Friction pad retainer ring; 18. 19. Disc spring; 20. Second washer; 21. Saddle-shaped washer retaining ring; 22. Active friction plate; 23. Saddle-shaped washer semi-circular retaining ring; 24. Rear axle assembly; 25. Intermediate shaft; 26. Transition driven gear; 27. Transition main gear; 28. Rear axle disc spring; 29. ​​Rear axle active friction plate; 30. Rear axle driven friction plate; 31. Rear axle friction pad retaining ring; 22. Rear axle retaining ring; 2301. Rear axle output shaft; 2302. Rear axle input shaft. Detailed Implementation

[0034] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0035] In the description of this utility model, it should be noted that the terms "upper," "lower," "inner," "outer," "top / bottom," etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0036] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "equipped with," "sleeved / connected," "connected," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be a connection within two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0037] Please see Figure 1-12 The technical solution provided in this embodiment is as follows:

[0038] A front and rear axle torque limiting protection device, comprising,

[0039] Outer shell 1;

[0040] The power overload protection assembly is located on the inner wall of the housing 1. The power overload protection assembly includes a front axle protection assembly and a rear axle protection assembly. The front axle protection assembly includes a splined shaft 2, a drive gear 201, an inner spline groove 11, a bearing 14, a first washer 15, a driven friction plate 16, a friction pad retaining ring 17, a disc spring 18, a second washer 19, a saddle-shaped washer retaining ring 20, a drive friction plate 21, a saddle-shaped washer semi-circular retaining ring 22, and a transmission assembly. The transmission assembly is located inside the housing 1. A drive gear 201 is fixedly mounted on one end of the splined shaft 2, and the bearing 14 is sleeved on the outer wall of one end of the splined shaft 2. At one end of the spline shaft 2, the first washer 15 is sleeved on the outer wall of one end, the driven friction plate 16 and the driving friction plate 21 are equidistantly sleeved on the outer wall of the spline shaft 2, the friction pad retaining ring 17 is sleeved on the outer wall of the spline shaft 2, the butterfly spring 18 is sleeved on the outer wall of one end of the spline shaft 2, the second washer 19 is sleeved on the outer wall of one end of the spline shaft 2, the saddle-shaped washer retaining ring 20 is sleeved on the outer wall of one end of the spline shaft 2, the saddle-shaped washer semi-circular retaining ring 22 is sleeved on the outer wall of one end of the spline shaft 2, the outer wall of the spline shaft 2 is sleeved with the input spline sleeve 13, and the outer wall of the input spline sleeve 13 is sleeved with the front axle input connector 12;

[0041] The rear axle protection assembly includes a rear axle assembly 23, an intermediate shaft 24, a bridge driven gear 25, a bridge main gear 26, a rear axle disc spring 27, a rear axle active friction plate 28, a rear axle driven friction plate 29, a rear axle friction pad retaining ring 30, a rear axle retaining ring 31, a rear axle output shaft 2301, and a rear axle input shaft 2302. The intermediate shaft 24 is rotatably embedded inside the rear axle assembly 23. The bridge driven gear 25 and the bridge main gear 26 are respectively sleeved on both sides of the outer wall of the intermediate shaft 24. The rear axle disc spring 27 is sleeved on the outer wall of the intermediate shaft 24. The rear axle friction pad retaining ring 30 is sleeved on the outer wall of the intermediate shaft 24. The rear axle retaining ring 31 is sleeved on the outer wall of the intermediate shaft 24. The rear axle output shaft 2301 and the rear axle input shaft 2302 are rotatably embedded inside the rear axle assembly 23.

[0042] In a specific embodiment of this utility model, the power overload protection component can adapt to a wide range of maximum engine torque, preventing damage to the front and rear axle transmission gears or bearings 14 due to excessive engine power. It can accommodate situations where the engine's maximum output torque appropriately exceeds the rated maximum torque of the front and rear axles. When the engine output power is overloaded, the front and rear axles will automatically slip to protect the transmission gears from damage, which would otherwise occur with products currently on the market. The front axle incorporates a combination of friction plates and a disc spring 18 on the input shaft. The driving friction plate 21 is internally splined and connected to the external spline of the input spline shaft 2, while the driven friction plate 16 is externally splined and connected to the internal spline of the input spline sleeve 13. An axial preload is applied to the driven friction plate 16 via the disc spring 18, and this axial preload controls the torque transmitted by the friction plate assembly. When the torque exceeds the rated torque of the friction plate assembly, the driving and driven friction plates 16 will rotate relative to each other, thus providing overload protection. The rear axle assembly 23 adds a combination structure of a rear axle driving friction plate 28, a rear axle driven friction plate 29, and a rear axle disc spring 27 to the intermediate shaft 24. The rear axle driving friction plate 28 is internally splined and connected to the external spline of the intermediate shaft 24, while the rear axle driven friction plate 29 is externally splined and connected to the internal spline of the driven gear 25. An axial preload is applied to the rear axle driven friction plate 29 via the rear axle disc spring 27, and the torque transmitted by the intermediate shaft 24 assembly is controlled by controlling the axial preload. When the torque exceeds the rated torque of the intermediate shaft 24 assembly, the rear axle driven friction plate 29 will rotate relative to each other, thus providing overload protection.

[0043] Specifically, the transmission assembly includes a differential housing 3, a planetary gear 301, a driven gear 4, a half-shaft gear 5, a first sliding sleeve 6, a second sliding sleeve 7, a first shift fork 8, a shift cam 9, and a second shift fork 10.

[0044] In a specific embodiment of this utility model, the speed change component can achieve stable gear shifting.

[0045] Specifically, the driven gear 4 is fixedly mounted on the outer wall of the differential housing 3, and the planetary gear 301 is rotatably embedded in the inner wall of the differential housing 3. The half-shaft gear 5 and the planetary gear 301 are meshed and connected for transmission.

[0046] In a specific embodiment of this utility model, the half-shaft gear 5 and the planetary gear 301 are meshed and connected, which can ensure the stability of the transmission.

[0047] Specifically, the first sliding sleeve 6 is fitted onto the outer wall of the half-shaft gear 5, and the first sliding sleeve 6 is matched with the first shift fork 8.

[0048] In a specific embodiment of this utility model, the first sliding sleeve 6 and the first pull fork 8 are matched with each other, which can reduce the friction of movement.

[0049] Specifically, the second sliding sleeve 7 and the second shift fork 10 are matched with each other.

[0050] In a specific embodiment of this utility model, the second sliding sleeve 7 and the second pull fork 10 are matched with each other, which can reduce the frictional force of movement.

[0051] Specifically, the shift cam 9, the first shift fork 8, and the second shift fork 10 are matched with each other.

[0052] In a specific embodiment of this utility model, the shift cam 9, the first shift fork 8, and the second shift fork 10 are matched with each other, and the shift cam 9 can be used to ensure stable driving of the first shift fork 8 and the second shift fork 10.

[0053] Working principle:

[0054] The power overload protection component can accommodate a wide range of maximum engine torque, preventing damage to front and rear axle transmission gears or bearings 14 due to excessive engine power. It can accommodate situations where the engine's maximum output torque slightly exceeds the rated maximum torque of the front and rear axles. When the engine output power is overloaded, the front and rear axles will automatically slip to protect the transmission gears from damage, which would otherwise occur with products currently on the market. The front axle incorporates a combination of friction plates and a disc spring 18 on the input shaft. The driving friction plate 21 is internally splined and connected to the external spline of the input spline shaft 2, while the driven friction plate 16 is externally splined and connected to the internal spline of the input spline sleeve 13. An axial preload is applied to the driven friction plate 16 via the disc spring 18, and this axial preload controls the torque transmitted by the friction plate assembly. When the torque exceeds the rated torque of the friction plate assembly, the driving and driven friction plates 16 will rotate relative to each other, thus providing overload protection. The rear axle assembly 23 adds a combination structure of a rear axle driving friction plate 28, a rear axle driven friction plate 29, and a rear axle disc spring 27 to the intermediate shaft 24. The rear axle driving friction plate 28 is internally splined and connected to the external spline of the intermediate shaft 24, while the rear axle driven friction plate 29 is externally splined and connected to the internal spline of the driven gear 25. An axial preload is applied to the rear axle driven friction plate 29 via the rear axle disc spring 27, and the torque transmitted by the intermediate shaft 24 assembly is controlled by controlling the axial preload. When the torque exceeds the rated torque of the intermediate shaft 24 assembly, the rear axle driven friction plate 29 will rotate relative to each other, thus providing overload protection.

[0055] Finally, it should be noted that the above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

Claims

1. A front and rear axle torque limiting protection device, characterized in that, include, Outer shell (1); A power overload protection assembly is located on the inner wall of the housing (1), wherein: the power overload protection assembly includes a front axle protection assembly and a rear axle protection assembly. The front axle protection assembly includes a splined shaft (2), a drive gear (201), an inner spline groove (11), a bearing (14), a first gasket (15), a driven friction plate (16), a friction pad retaining ring (17), a disc spring (18), a second gasket (19), a saddle-shaped gasket retaining ring (20), a drive friction plate (21), a saddle-shaped gasket semicircular retaining ring (22), and a transmission assembly. The transmission assembly is located inside the housing (1). One end of the splined shaft (2) is fixedly provided with a drive gear (201). The bearing (14) is sleeved on the outer wall of one end of the splined shaft (2). A gasket (15) is fitted onto the outer wall of one end of the spline shaft (2). The driven friction plate (16) and the driving friction plate (21) are fitted onto the outer wall of the spline shaft (2) at equal intervals. The friction pad retaining ring (17) is fitted onto the outer wall of the spline shaft (2). The butterfly spring (18) is fitted onto the outer wall of one end of the spline shaft (2). The second gasket (19) is fitted onto the outer wall of one end of the spline shaft (2). The saddle-shaped gasket retaining ring (20) is fitted onto the outer wall of one end of the spline shaft (2). The saddle-shaped gasket semicircular retaining ring (22) is fitted onto the outer wall of one end of the spline shaft (2). An input spline sleeve (13) is fitted onto the outer wall of the spline shaft (2), and a front axle input connector (12) is fitted onto the outer wall of the input spline sleeve (13). The rear axle protection assembly includes a rear axle assembly (23), an intermediate shaft (24), a driven gear (25), a main gear (26), a rear axle disc spring (27), a rear axle active friction plate (28), a rear axle driven friction plate (29), a rear axle friction pad retaining ring (30), a rear axle retaining ring (31), a rear axle output shaft (2301), and a rear axle input shaft (2302). The intermediate shaft (24) is rotatably embedded inside the rear axle assembly (23). The moving gear (25) and the main gear (26) are respectively sleeved on both sides of the outer wall of the intermediate shaft (24). The rear axle disc spring (27) is sleeved on the outer wall of the intermediate shaft (24). The rear axle friction pad retaining ring (30) is sleeved on the outer wall of the intermediate shaft (24). The rear axle retaining ring (31) is sleeved on the outer wall of the intermediate shaft (24). The rear axle output shaft (2301) and the rear axle input shaft (2302) are respectively rotatably embedded in the interior of the rear axle assembly (23).

2. The front and rear axle torque limiting protection device according to claim 1, characterized in that, The transmission assembly includes a differential housing (3), a planetary gear (301), a driven gear (4), a half-shaft gear (5), a first sliding sleeve (6), a second sliding sleeve (7), a first shift fork (8), a shift cam (9), and a second shift fork (10).

3. The front and rear axle torque limiting protection device according to claim 2, characterized in that, The driven gear (4) is fixedly installed on the outer wall of the differential housing (3), the planetary gear (301) is rotatably embedded in the inner wall of the differential housing (3), and the half-shaft gear (5) is meshed with the planetary gear (301) for transmission.

4. A front and rear axle torque limiting protection device according to claim 3, characterized in that, The first sliding sleeve (6) is fitted onto the outer wall of the half-shaft gear (5), and the first sliding sleeve (6) is matched with the first shift fork (8).

5. A front and rear axle torque limiting protection device according to claim 4, characterized in that, The second sliding sleeve (7) is matched with the second pull fork (10).

6. A front and rear axle torque limiting protection device according to claim 5, characterized in that, The shift cam (9), the first shift fork (8), and the second shift fork (10) are matched with each other.

Images