Gravity displacement mechanism

Abstract

The utility model belongs to the technical field of heavy truck drive axle production and manufacturing, and particularly relates to a gravity displacement mechanism. A shell of the mechanism is rotationally connected with a main shaft, the main shaft is fixedly sleeved with a balance weight wheel, a plurality of spring bolt holes are formed in the lower end of the balance weight wheel at intervals in the circular arc shape, one side of the balance weight wheel is detachably connected with a gear, the lower end of the gear is meshed with a spur rack, and hydraulic retarders are symmetrically arranged at the left end and the right end of the spur rack. The spur rack slides between the two hydraulic retarders; a swing assembly is installed at the front end of the main shaft, brake handles are installed at the left end and the right end of the swing assembly, a clutch zipper is installed on the shell and located below the balance weight balance wheel, the clutch zipper is elastically connected with a pull pin, brake cables are installed between the lower end of the pull pin and the brake handles, and the upper end of the pull pin is inserted into the spring bolt hole. According to the mechanism, the gravity of the axle housing is used as main driving force, an operator can change the inclination angle of the axle housing through low strength, and then a proper welded junction angle is obtained.

Description

Technical Field

[0001] This utility model belongs to the field of heavy truck drive axle manufacturing technology, and specifically relates to a gravity displacement mechanism. Background Technology

[0002] To achieve the desired performance characteristics, axle housing accessories are typically connected to the axle housing body via welding. However, due to the welding angles of certain components, welding operations often involve near-overhead or vertical welding positions, making it difficult to achieve the designed performance parameters in terms of weld appearance and weld penetration. To ensure a comfortable welding process and obtain a suitable welding angle, thereby enhancing weld performance, the workpieces used in axle housing welding operations must possess four degrees of freedom: based on the operator's facing the axle housing, they must be able to rotate forward and backward, tilt left and right, and switch welding angles, thus improving processing quality.

[0003] Currently, the welding equipment used by various bridge manufacturers is relatively simple, only capable of rotating the bridge shell in the front-to-back direction. Due to the heavy weight of the bridge shell itself, it is difficult to achieve tilting and displacement in the left-to-right direction. However, as market demands for product quality increase, displacement welding will become the mainstream method.

[0004] Among the solutions provided by various equipment manufacturers, the mainstream structural features are mostly achieved by using compressed air, speed reducer, and other power sources to realize welding position changes. This places certain requirements on the surrounding configuration of the welding work site. Among them, the speed reducer-driven method is the preferred design method for various equipment manufacturers. However, its overall design includes mechanical control and electrical automation, resulting in a relatively complex structure, higher manufacturing and design costs, and higher subsequent maintenance costs. Because it often includes key components such as the main body of the equipment and control box, it occupies a large area. In addition, the working conditions of the welding site are relatively harsh. Therefore, the above solutions are not very suitable for applications with high-frequency position changes and manual operation requirements.

[0005] Currently, the welding station equipment used in bridge factories has a simple structure, similar to V-shaped irons at both ends, which makes it difficult to meet the welding processing of special angle welds. In view of the characteristics of the existing station equipment, this utility model, based on the principle of ensuring that the structure is as simple and reliable as possible and respecting the operator's working habits, uses the bridge shell's own weight as the main driving force and manual assistance as a secondary auxiliary power, thereby reducing the labor intensity of workers and improving the efficiency of welding operations. Utility Model Content

[0006] This utility model proposes a gravity displacement mechanism. Without the intervention of other mechanical forces, the mechanism uses the mass of the axle housing itself and the gravity it generates as the main driving force. The operator can achieve the tilt angle change of the axle housing with a relatively low force, thereby obtaining a suitable weld angle and improving the weld formation quality. This solves the problem that it is difficult to change the tilt of the axle housing in the left and right directions during the welding process of the axle housing accessories and the axle housing body.

[0007] The technical solution of this utility model is implemented as follows:

[0008] A gravity displacement mechanism includes a housing, a main shaft rotatably connected to the housing, a counterweight pendulum wheel fixedly mounted on the main shaft, a plurality of locking tongue holes spaced apart along an arc at the lower end of the counterweight pendulum wheel, a gear detachably connected to one side of the counterweight pendulum wheel, a rack meshing at the lower end of the gear, and hydraulic retarders symmetrically arranged at the left and right ends of the rack, the rack sliding between the two hydraulic retarders;

[0009] A swing assembly is installed at the front end of the main shaft. The swing assembly is used to support the bridge housing. Brake handles are installed at the left and right ends of the swing assembly. A clutch lock is installed on the housing. The clutch lock is located below the counterweight swing wheel. The clutch lock is elastically connected to a pull pin. A brake cable is installed between the lower end of the pull pin and the brake handle. The upper end of the pull pin is inserted into the latch hole.

[0010] Through the above technical solution, after the swing assembly supports the axle housing, it applies a rotational force to the main shaft. The main shaft can drive the axle housing to rotate. Under the action of the weight of the axle housing, the swing assembly swings left and right. When the swing assembly drives the axle housing to swing to a suitable welding angle, the brake handle and brake cable drive the pull pin to be inserted upward into the locking tongue hole of the counterweight swing wheel, thereby realizing the position locking and fixing of the entire mechanism. The hydraulic retarder is used to reduce the impact of the axle housing when tilting and changing position due to gravity, so that the swing assembly and the axle housing can achieve the purpose of uniform tilting. At the same time, it can also be used as a limit for the maximum tilt angle.

[0011] Optionally, the swing assembly includes a crossbeam, the main shaft is stepped, the front end of the main shaft is disc-shaped, and the front end of the main shaft is detachably connected to a lead screw fixing seat by bolts. A lead screw is installed inside the crossbeam. The lead screw has a double-ended trapezoidal thread, and the middle position of the lead screw is dumbbell-shaped. A rectangular limiting block is provided on the side of the lead screw fixing seat. The rectangular limiting block and the pressure cover are connected by two bolts. The rectangular limiting block cooperates with the pressure cover to limit the left-right and up-down freedom of the lead screw. After the rectangular limiting block is connected to the pressure cover, it is similar to an annular groove to constrain the left-right movement of the barbell structure in the center of the lead screw, so that the lead screw can only rotate and slide within the aforementioned annular groove.

[0012] Through the above technical solution, the spindle, as the main functional component, must meet the requirements of installing various types of bearings and the diameter of its stepped shafts. It must not only meet certain mechanical performance requirements but also meet the assembly functions of other components. At the same time, there are certain mechanical considerations. The stepped shaft shape of the spindle plays an irreplaceable role in the press-fitting of some bearings and the positional constraints of components. The disc-shaped front end of the spindle is conducive to installation and fixation with the lead screw fixing seat, expanding the installation area and improving the firmness and stability of the installation.

[0013] Optionally, telescopic arms are movably inserted at both ends of the crossbeam, and strip holes are provided on the upper and lower end faces of both ends of the crossbeam. An inner vertical plate is installed inside the telescopic arm, and a locking bolt hole is provided on the inner vertical plate. A locking bolt is threaded into the locking bolt hole, and the locking bolt passes vertically through the locking bolt hole and the strip hole.

[0014] With the above technical solution, the spacing of the telescopic arms will change when switching between bridge housings with different flange lengths. The locking bolts limit the ultimate travel of the telescopic arms and also secure the telescopic arms to the crossbeam after adjustment. The telescopic arms can move symmetrically along the inside of the crossbeam, allowing them to extend or shorten.

[0015] Optionally, the telescopic arm is L-shaped, with one end inserted into the interior of the crossbeam and the other end having an arc-shaped groove. An L-shaped pressure block is provided inside the telescopic arm, and the right angle of the L-shaped pressure block is movably connected to the telescopic arm via a pin. The lower end of the L-shaped pressure block is elastically connected to the inner wall of the telescopic arm via a first spring. One end of the first spring is fixedly connected to the L-shaped pressure block, and the other end of the first spring is fixedly connected to the inner wall of the telescopic arm. The pin is located below the arc-shaped groove.

[0016] Through the above technical solution, the pin and the L-shaped pressure block together form a lever structure. When the outer circle of the axle housing is naturally placed on the mechanism, the lower end of the L-shaped pressure block is pressed and rotates around the pin. At the same time, the side arm can generate a squeezing force on the outer circle of the axle housing to improve friction and safety.

[0017] Optionally, the front end of the main shaft is rotatably connected to the housing via two tapered bearings, and the rear end of the main shaft is rotatably connected to a mounting plate assembly via an outer cylindrical bearing. The counterweight swing wheel is located between the tapered bearings and the outer cylindrical bearing, and the gear is located between the mounting plate assembly and the counterweight swing wheel. The mounting plate assembly is fixedly connected to a slide rail, and the slide rail is slidably connected to a slider. The top of the slider is detachably connected to the rack via bolts, and the hydraulic retarder is detachably connected to the end of the mounting plate assembly via its own nut.

[0018] Through the above technical solution, the gear and rack configuration has low manufacturing cost, strong versatility, low maintenance cost, easy maintenance, and convenient and quick installation and disassembly. Its main function is to convert directional force, transforming the circumferential rotational force acting on the circumference of the spindle into a parallel sliding force for left and right movement. The hydraulic retarder has a built-in nut that can adjust the axial installation position of the hydraulic retarder and has a pressure adjustment function, which can meet the switching of light load, medium load and heavy load gears.

[0019] Optionally, the main shaft is threaded with a locking nut, which is located between the counterweight balance wheel and the tapered bearing, and the locking nut is close to the side of the tapered bearing.

[0020] Through the above technical solution, the locking nut is pressed against the side of the tapered bearing, and through its threaded engagement with the spindle, it constrains the spindle's movement and adjusts and fixes the tapered bearing clearance.

[0021] Optionally, the clutch pull lock has a shaft hole, in which a pull pin is vertically slidably connected. A second spring is sleeved on the outside of the pull pin and is located in the shaft hole. A limit ring is fixedly connected to the outside of the pull pin and is located above the second spring. The diameter of the limit ring is larger than the diameter of the second spring.

[0022] With the above technical solution, the brake handle and brake cable are equivalent to the handbrake principle of a bicycle. The end of the brake cable is connected to the pull pin. When the brake handle is tightened, the brake cable is tightened, which causes the pull pin to slide up and down in the clutch latch, thus releasing the locking tongue hole. After the brake handle is released, the pull pin automatically returns to its original position under the action of the second spring.

[0023] Optionally, a dust cover is detachably connected to the front side of the housing by bolts. The dust cover is located between the front side of the housing and the front end of the main shaft. The dust cover is annular and has an O-ring inside.

[0024] Through the above technical solution, the dustproof cover can prevent welding dust at the front end of the outer shell from entering the tapered bearing.

[0025] Optionally, a pedal is detachably connected to the lower end of the housing via connecting bolts, and floor lugs are installed at the four bottom corners of the pedal. Two lifting lugs are fixedly connected to the top of the housing.

[0026] Through the above technical solution, the lifting lugs are for the main body of the entire mechanism to be easily hoisted and moved, and the function of the foot pedal is mainly to adjust the standing height of the operator. Without the foot pedal, the height of the entire mechanism would be too high after the entire mechanism is shifted at 45 degrees, and the operator would need to lift the welding torch to reach the welding position, which is an uncomfortable posture. The foot pedal is designed to make the operator's working height more suitable, to improve the center of gravity of the overall mechanism, and to improve stability. With the foot pedal design, the contact area of ​​the mechanism with the ground is larger, avoiding the phenomenon of swaying and falling during the left and right shifting process.

[0027] After adopting the above technical solution, the beneficial effects of this utility model are:

[0028] The gravity displacement mechanism in this invention has a more simplified structural component. By utilizing gravity displacement, the weight of the axle housing itself is used as the main driving force, with manual assistance as a secondary auxiliary power. This allows the axle housing to change its tilt angle in four degrees of freedom, enabling it to flexibly adjust the position of the welding angle and obtain a suitable weld angle. This improves the weld bead formation quality, reduces the labor intensity of workers, and increases the efficiency and quality of axle housing welding operations. Moreover, the operation method is more in line with the operator's actual production process and working environment. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 It is a three-dimensional representation of the gravity displacement mechanism in the embodiment. Figure I ;

[0031] Figure 2 It is a three-dimensional representation of the gravity displacement mechanism in the embodiment. Figure II ;

[0032] Figure 3 This is a schematic diagram of the structure of the various components inside the outer shell in the embodiment.

[0033] Figure 4 This is a schematic diagram of the structure of the gear, rack and pinion, and hydraulic retarder in the embodiment.

[0034] Figure 5 This is a partial cross-sectional schematic diagram of the gravity displacement mechanism in the embodiment;

[0035] Figure 6This is a partial cross-sectional view of the crossbeam and telescopic arm in the embodiment;

[0036] Figure 7 This is a structural schematic diagram of the bridge housing swing angle in the embodiment;

[0037] Figure 8 This is a structural schematic diagram of the swing angle of the swing arm assembly in the embodiment.

[0038] Explanation of reference numerals in the attached diagram: 1. Outer shell; 2. Lifting lug; 3. Locking bolt; 4. Brake handle; 5. Brake cable; 6. Crossbeam; 7. Lead screw; 8. Pressure cap; 9. Pedal; 10. Connecting bolt; 11. Ground lug; 12. Pin; 13. L-shaped pressure block; 14. Telescopic arm; 15. Gear; 16. Mounting plate bolt; 17. Mounting plate assembly; 18. Clutch lock; 19. Hydraulic retarder; 20. Counterweight balance wheel; 21. 31. Through hole; 32. Slider; 33. Slide rail; 34. Straight rack; 35. Locking bolt hole; 36. First spring; 37. Reinforcing rib; 38. Screw fixing seat; 39. Inner vertical plate; 50. Main shaft; 51. Tapered bearing; 52. Locking nut; 53. Outer cylindrical bearing; 54. Second spring; 55. Pull pin; 56. Arc groove; 57. Locking tongue hole; 58. Dustproof cover; 89. Bridge housing; 80. Swing arm assembly. Detailed Implementation

[0039] 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.

[0040] This application discloses a gravity displacement mechanism.

[0041] Example

[0042] according to Figures 1 to 8As shown, a gravity displacement mechanism includes a pedal 9, with lugs 11 installed at the four corners of the bottom of the pedal 9. A housing 1 is detachably connected to the top of the pedal 9 via connecting bolts 10. Two lifting lugs 2 are fixedly connected to the top of the housing 1. A swing arm assembly 82 is rotatably connected to the front of the housing 1. The swing arm assembly 82 includes a crossbeam 6 and a telescopic arm 14. The crossbeam 6 is a rectangular tube, and a lead screw 7 is installed inside the crossbeam 6. The lead screw 7 has a double-ended trapezoidal thread, and its middle position is dumbbell-shaped. There is no direct connection with the crossbeam 6. Two inner vertical plates 38 are symmetrically installed inside the telescopic arm 14. The inner vertical plates 38 and the telescopic arm 14 are welded together. A threaded hole is opened in the center of the inner vertical plate 38. The screw 7 and the threaded hole in the center of the inner vertical plate 38 in the telescopic arm 14 are threadedly engaged. The screw 7 has a forward thread on one side and a reverse thread on the other side. The setting of the inner vertical plates 38 can ensure that when the screw 7 rotates, both sides of the telescopic arm 14 can move outward or inward at the same time.

[0043] The inner vertical plate 38 and the telescopic arm 14 are an integral component. Telescopic arms 14 are movably inserted into both ends of the crossbeam 6. The upper and lower end faces of both ends of the crossbeam 6 have slotted holes. The inner vertical plate 38 is installed inside the telescopic arm 14. The inner vertical plate 38 has locking bolt holes 34, with locking bolts 3 threaded into them. The locking bolts 3 pass vertically through the locking bolt holes 34 and the slotted holes. When switching between bridge housings 81 with different flange lengths, the spacing of the telescopic arms 14 changes. The locking bolts 3 limit the extreme travel of the telescopic arms 14 and, after adjustment, secure the telescopic arms 14 to the crossbeam 6. When the lead screw 7 engages with the inner vertical plate 38, the telescopic arms 14 can move symmetrically along the interior of the crossbeam 6, allowing the telescopic arms 14 to extend or shorten. The crossbeam 6 is the main supporting component of the swing arm assembly 82. The length of this part is fixed. The function of the crossbeam 6 is to provide the overall rigidity of the swing arm assembly 82 and to constrain the telescopic arm 14 so that it can only slide left and right.

[0044] The telescopic arm 14 is L-shaped. One end of the telescopic arm 14 is inserted into the interior of the crossbeam 6, and the other end of the telescopic arm 14 has an arc-shaped groove 57. An L-shaped pressure block 13 is provided inside the telescopic arm 14. The right angle of the L-shaped pressure block 13 is movably connected to the telescopic arm 14 through a pin 12. The lower end of the L-shaped pressure block 13 is elastically connected to the inner wall of the telescopic arm 14 through a first spring 35. One end of the first spring 35 is fixedly connected to the L-shaped pressure block 13, and the other end of the first spring 35 is fixedly connected to the inner wall of the telescopic arm 14. The pin 12 is located below the arc-shaped groove 57. The pin 12 and the L-shaped pressure block 13 together form a lever structure. When the outer circle of the bridge housing 81 is naturally placed on the mechanism, the lower end of the L-shaped pressure block 13 is pressed and rotates around the pin 12. At the same time, the side arm can generate a squeezing force on the outer circle of the bridge housing 81 to improve friction and safety.

[0045] To achieve lightweight while meeting load-bearing requirements, a reinforcing rib 36 is provided inside the telescopic arm 14, and the reinforcing rib 36 is stamped and welded to the telescopic arm 14 to form an integral unit.

[0046] The outer casing 1 is movably fitted with a main shaft 51, which is stepped. The front end of the main shaft 51 is disc-shaped and has multiple threaded holes. A lead screw fixing seat 37 is detachably connected to the front end of the main shaft 51 by bolts. The lead screw fixing seat 37 is disc-shaped and has a rectangular limiting block on its side. The rectangular limiting block cooperates with the pressure cover 8 to restrict the left-right and up-down freedom of the lead screw 7. The lead screw 7, the lead screw fixing seat 37, and the pressure cover 8 are clearance-fitted to achieve the constraint purpose (constraining the dumbbell structure in the center of the lead screw 7). The rectangular limiting block is integrated with the lead screw fixing seat 37. The front end of the rectangular limiting block has a semi-circular groove, and the pressure cover 8 also has a semi-circular groove. The pressure cover 8 is threadedly connected to the lead screw fixing seat 37. After the rectangular limiting block and the pressure cover 8 are assembled, a complete circle is formed in the middle, that is, an annular bayonet, which locks the central dumbbell structure of the lead screw 7 in the center, so that the lead screw 7 can only rotate around the axial center.

[0047] The crossbeam 6 has a round hole, which mates with the stepped clearance of the front side of the spindle 51. The crossbeam 6 is positioned between the two, and bolts are used for locking. The structural sequence from left to right is: spindle 51 on the left, crossbeam 6 in the middle, and lead screw fixing seat 37 on the right, forming a sandwich structure. The crossbeam 6 is sandwiched in the middle after being bolted to the spindle 51 and lead screw fixing seat 37. The threaded interfaces of these three components are all at the same distance.

[0048] The front end of the spindle 51 is rotatably connected to the housing 1 via two tapered bearings 52, and the rear end of the spindle 51 is rotatably connected to the mounting plate assembly 17 via an outer cylindrical bearing 54. Through holes 21 are provided at the four corners of the mounting plate assembly 17, and mounting plate bolts 16 are installed in the through holes 21. The mounting plate bolts 16 bolt the mounting plate assembly 17 and the housing 1 together for secure connection. The outer cylindrical bearing 54 provides rear-end support for the spindle 51. A dustproof cover 598 is detachably connected to the front side of the housing 1 via bolts. The dustproof cover 598 is located between the front side of the housing 1 and the front end of the spindle 51. The dustproof cover 598 is annular in shape and contains an O-ring; its function is to prevent welding dust from the front end of the housing 1 from entering the tapered bearings 52.

[0049] A counterweight swing wheel 20 is fixedly connected to the main shaft 51. The counterweight swing wheel 20 is located between the outer cylindrical bearing 54 and the tapered bearing 52. A gear 15 is detachably connected to the side of the counterweight swing wheel 20 near the outer cylindrical bearing 54 via bolts and cylindrical pins. The gear 15 is located between the mounting plate assembly 17 and the counterweight swing wheel 20. The mounting plate assembly 17 is equipped with a slide rail 32, which is slidably connected to a slider 31. A rack 33 is fixedly connected to the top of the slider 31, and the rack 33 meshes with the gear 15. Hydraulic retarders 19 are symmetrically arranged at both ends of the rack 33. The hydraulic retarders 19 are fixedly connected to the mounting plate assembly 17 via nuts. The hydraulic retarders 19 are commercially available accessories. Their function in this structure is to reduce the impact of gravity tilting and displacement, so that the crossbeam 6 and the bridge housing 81 can tilt at a uniform speed. They can also be used as a limit for the maximum tilt angle. The hydraulic retarder 19 has a built-in nut that allows adjustment of its axial installation position and provides pressure adjustment functionality, enabling switching between light, medium, and heavy load settings.

[0050] The main shaft 51 is fitted with two locking nuts 53, which are located between the counterweight balance wheel 20 and the tapered bearing 52. One of the locking nuts 53 is pressed against the side of the tapered bearing 52, and the locking nut 53 is threaded into the main shaft 51. Its purpose is to restrain the movement of the main shaft 51 and adjust and fix the clearance of the tapered bearing 52. The side of the locking nut 53 furthest from the tapered bearing 52 is provided with an internal bolt hole for fixing and preventing loosening. A bolt is inserted into the internal thread hole and tightened, which enhances the anti-loosening effect.

[0051] The counterweight balance wheel 20 is a gravity component. When the mechanism is unloaded, the weight of the counterweight balance wheel 20 can keep the crossbeam 6 upright. When the mechanism is in a working displacement state, the counterweight balance wheel 20 can counteract part of the tilting mass of the bridge housing 81. In principle, the total mass of the counterweight balance wheel 20 should be calculated based on 70%-80% of the gravitational torque on the main shaft 51 when the bridge housing 81 is tilted at 45 degrees.

[0052] The lower end of the counterweight balance wheel 20 is arc-shaped. Multiple locking tongue holes 58 are set at different angles on the arc end face of the counterweight balance wheel 20. A clutch zipper 18 is installed inside the outer shell 1. The clutch zipper 18 is located below the counterweight balance wheel 20. The clutch zipper 18 has a shaft hole. A pull pin 56 is vertically slidably connected in the shaft hole. A second spring 55 is sleeved on the outside of the pull pin 56. The second spring 55 is located in the shaft hole. A limit ring is set on the outside of the pull pin 56. The limit ring is located above the second spring 55. The diameter of the limit ring is larger than the diameter of the second spring 55. The top of the pull pin 56 cooperates with the shaft hole of the clutch zipper 18 to fix the angle of the counterweight balance wheel 20. The upper end of the pull pin 56 passes upward through the shaft hole and is inserted into the locking tongue hole 58. A brake cable 5 is installed at the lower end of the pull pin 56. A brake handle 4 is installed at the bottom of the telescopic arm 14. The brake handle 4 is connected to the brake cable 5. The connection between the brake lever 4 and the brake cable 5 is existing technology and will not be described in detail here. The connection between the brake lever 4 and the brake cable 5 is equivalent to the principle of a bicycle handbrake. The end of the brake cable 5 is connected to the pull pin 56. When the brake lever 4 is tightened, the brake cable 5 is tightened, causing the pull pin 56 to slide downward in the shaft hole of the clutch latch 18, thereby releasing the latch hole 58. After the brake lever 4 is released, under the force of the second spring 55, the pull pin 56 automatically returns to its original position, that is, the pull pin 56 automatically inserts into the latch hole 58.

[0053] Working principle:

[0054] The gravity displacement in this invention refers to the use of the mass of the axle housing 81 itself and the gravity it generates as the driving force to achieve tilt displacement, with artificial auxiliary force as a secondary auxiliary power, to change the tilt angle of the axle housing in four degrees of freedom. Figure 7 The rotation direction D represents two degrees of freedom. Figure 8 The rotation direction E in the figure represents two directions, for a total of four degrees of freedom. The operator can achieve changes in the tilt angle of the axle housing with relatively low force, thereby obtaining a suitable weld angle and improving the quality of the weld bead formation. Welding operations are classified into vertical welding, overhead welding, and flat welding, each with different welding difficulties and weld bead appearances. This invention utilizes its own variable-angle function to improve the vertical welding form into a form similar to flat welding, thus improving the quality of the weld bead appearance and solving the problem of difficulty in changing the left-right tilt of the axle housing during the welding process between the axle housing accessories and the main body.

[0055] The height difference A is a crucial design element for gravity displacement. It requires that the axis of the bridge housing 81 under operating conditions be higher than the rotation center of the main shaft 51. The purpose is to amplify the gravitational potential energy when the workpiece rotates. The value of the height difference A should be determined by considering many design factors, such as the total mass of the bridge housing 81 + swing arm assembly 82, the mass design of the counterweight swing wheel 20, and the magnitude of the structural force of the gear 15. Ultimately, by optimizing the relationship between the mass and structure of each component, it is possible to achieve easy displacement of the bridge housing 81 + swing arm assembly 82 along the direction of angle E within the angle C by applying a relatively small amount of manual force.

[0056] The range of angle B is limited by the reserved gap between the hydraulic retarder 19 and the end face of the rack 33. The adjustment of the reserved gap should be based on whether the swing arm assembly 82 can, under load, allow the entire structure to fall freely to one side under the action of the workpiece gravity after an initial force is applied manually along angle E, and thus achieve displacement.

[0057] The mass of the counterweight balance wheel 20 needs to be adjusted according to the actual overall movement. When the swing arm assembly 82 tilts at angle E, the greater the angle of swing of the swing arm assembly 82, the greater the reverse gravity of the counterweight balance wheel 20 on the main shaft 51. The reverse gravity mainly acts on the operator's effort to return the swing arm assembly 82 to center when holding the brake handle. Its mass should follow the principle of counteracting gravity, that is, the total mass of the counterweight balance wheel 20 should be between 70% and 80% of the total mass of the bridge housing 81 and the swing arm assembly 82 for the most effort-saving operation.

[0058] When the bridge housing 81 is placed in the arc groove 57 of the telescopic arm 14, the L-shaped pressure block 13 moves around the pin 12 as the center, applying a clamping force to the outer circle of the bridge housing 81. The higher the mass of the bridge housing 81, the greater this clamping force. The main function of this clamping force is to provide friction and anti-slip effect on the bridge housing 81 when it is manually rotated along angle D, so that the bridge housing 81 can be suspended in a suitable position to meet the welding operation.

[0059] The rotational input force of the counterweight pendulum 20 originates from the main shaft 51. Under the combined action of the weight of the load on the crossbeam 6 and the applied force, the main shaft 51 rotates, causing the counterweight pendulum 20 and gear 15 to rotate at a certain angle. During rotation, gear 15 pushes the rack 33 to slide along the slide rail 32. When the rack 33 is centered, its end face should have a certain gap with the hydraulic retarder 19. This gap serves as the counterweight clearance for the rotation of the front crossbeam 6. When the rack 33 slides into contact with the hydraulic retarder 19, the contact slowly retracts under internal hydraulic pressure, achieving a slowing effect. Simultaneously, the counterweight pendulum 20 also swings in the opposite direction to the swing of the crossbeam 6, reducing the weight. The working principle is exactly the same when swinging to the other side.

[0060] Compared to the technical solution in this utility model, other design solutions in the prior art fall into two categories. The first is to simplify the number of structural components, such as eliminating the 20 counterweight balance wheel 20 and eliminating the design consideration of height difference A. However, this will increase the labor intensity of manually flipping the bridge shell 81. Under high-frequency and multi-category working conditions, the labor intensity of the operator is relatively high.

[0061] The second scenario involves using the current mainstream design and the principle of drive by a positioner or pneumatic drive. However, this method has certain requirements for the configuration of the operating environment, higher equipment manufacturing costs, lower operating efficiency than the four technical solutions, and higher maintenance costs than the technical solutions in this utility model.

[0062] Considering both of the above situations, the combination of gravity displacement and manual assistance adopted in this utility model is more suitable for actual production and manufacturing processes.

[0063] In the description of this utility model, it should be understood that the terms "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," 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. In the description of this utility model, unless otherwise specified and limited, it should be noted that the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components, and can be direct connections or indirect connections through an intermediate medium. For those skilled in the art, the specific meaning of the above terms can be understood according to the specific circumstances.

[0064] The above are merely preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model shall be included within the protection scope of the present utility model.

Claims

1. A gravity displacement mechanism, characterized in that: The device includes an outer shell, a main shaft rotatably connected to the outer shell, a counterweight pendulum wheel fixedly mounted on the main shaft, a plurality of locking tongue holes spaced apart along an arc at the lower end of the counterweight pendulum wheel, a gear detachably connected to one side of the counterweight pendulum wheel, a rack meshing at the lower end of the gear, and hydraulic retarders symmetrically arranged at the left and right ends of the rack, with the rack sliding between the two hydraulic retarders. A swing assembly is installed at the front end of the main shaft. The swing assembly is used to support the bridge housing. Brake handles are installed at the left and right ends of the swing assembly. A clutch lock is installed on the housing. The clutch lock is located below the counterweight swing wheel. The clutch lock is elastically connected to a pull pin. A brake cable is installed between the lower end of the pull pin and the brake handle. The upper end of the pull pin is inserted into the latch hole.

2. The gravity displacement mechanism according to claim 1, characterized in that: The swing assembly includes a crossbeam, a stepped shaft, a disc-shaped front end, and a lead screw fixing seat detachably connected to the front end of the main shaft by bolts. A lead screw with a double-ended trapezoidal thread is installed inside the crossbeam, and the middle position of the lead screw is dumbbell-shaped. A rectangular limiting block is provided on the side of the lead screw fixing seat, and the rectangular limiting block is connected to the pressure cover by two bolts to limit the left-right and up-down freedom of the lead screw.

3. The gravity displacement mechanism according to claim 2, characterized in that: Telescopic arms are movably inserted at both ends of the crossbeam. Slotted holes are provided on the upper and lower end faces of both ends of the crossbeam. An inner vertical plate is installed inside the telescopic arm. A locking bolt hole is provided in the inner vertical plate. A locking bolt is threaded into the locking bolt hole. The locking bolt passes vertically through the locking bolt hole and the slotted hole.

4. The gravity displacement mechanism according to claim 3, characterized in that: The telescopic arm is L-shaped, with one end inserted into the interior of the crossbeam and the other end having an arc-shaped groove. An L-shaped pressure block is installed inside the telescopic arm, and the right angle of the L-shaped pressure block is movably connected to the telescopic arm via a pin. The lower end of the L-shaped pressure block is elastically connected to the inner wall of the telescopic arm via a first spring. One end of the first spring is fixedly connected to the L-shaped pressure block, and the other end of the first spring is fixedly connected to the inner wall of the telescopic arm. The pin is located below the arc-shaped groove.

5. A gravity displacement mechanism according to claim 1, characterized in that: The front end of the main shaft is rotatably connected to the housing via two tapered bearings, and the rear end of the main shaft is rotatably connected to the mounting plate assembly via an outer cylindrical bearing. The counterweight swing wheel is located between the tapered bearings and the outer cylindrical bearing, and the gear is located between the mounting plate assembly and the counterweight swing wheel. The mounting plate assembly is fixedly connected to a slide rail, and the slide rail is slidably connected to a slider. The top of the slider is detachably connected to the rack via bolts, and the hydraulic retarder is detachably connected to the end of the mounting plate assembly via its own nut.

6. The gravity displacement mechanism according to claim 5, characterized in that: The main shaft is threaded with a locking nut, which is located between the counterweight balance wheel and the tapered bearing, and the locking nut is close to the side of the tapered bearing.

7. The gravity displacement mechanism according to claim 1, characterized in that: The clutch pull lock has a shaft hole, in which a pull pin is vertically slidably connected. A second spring is sleeved on the outside of the pull pin and is located in the shaft hole. A limit ring is fixedly connected to the outside of the pull pin and is located above the second spring. The diameter of the limit ring is larger than the diameter of the second spring.

8. The gravity displacement mechanism according to claim 1, characterized in that: A dust cover is detachably connected to the front side of the housing by bolts. The dust cover is located between the front side of the housing and the front end of the main shaft. The dust cover is annular and has an O-ring inside.

9. A gravity displacement mechanism according to claim 1, characterized in that: The lower end of the outer shell is detachably connected to a pedal via connecting bolts. The bottom four corners of the pedal are fitted with lugs, and the top of the outer shell is fixedly connected to two lifting lugs.

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