Transmission shaft connecting sleeve for connecting engine flywheel

Abstract

The utility model relates to the technical field of tractor power mechanisms, in particular to a transmission shaft connecting sleeve used for being connected with an engine flywheel. The sleeve body is of a tubular structure, the flange plate is fixedly connected to the sleeve body and used for being connected with an engine flywheel, an internal spline is arranged at the front end of the sleeve body, a bearing seat is arranged at the rear end of the sleeve body, and the internal spline and the bearing seat are coaxially arranged. The PTO transmission shaft and the main transmission shaft of the tractor clutch mechanism are coaxially arranged and connected to the connecting sleeve, the concentricity is high, the failure rate is low, multiple power transmission modes of independent power output and synchronous power output can be achieved, and meanwhile shaft breakage accidents are reduced.

Description

Technical Field

[0001] This utility model relates to the technical field of tractor power mechanisms, specifically a drive shaft connecting sleeve for connecting an engine flywheel. Background Technology

[0002] The function of a tractor clutch is to transmit power from the diesel engine to the gearbox and cut off power output when needed. In other words, the clutch is located between the engine and the gearbox. The clutch's drive shaft can transmit power from the diesel engine to the gearbox in a switching manner, and also to the tractor's power output shaft, ensuring smooth operation of the tractor during starting, driving, and stopping, while providing power output to the suspension system. Traditional tractors with conventional single-acting clutches obtain power from the engine for both driving and output shaft power through a single-plate clutch. When driving, changing gears, turning, or stopping, all power is cut off, including the power source needed by implements. Therefore, in complex working conditions requiring gear changes and turning in the field, implements cannot receive power, leading to missed tillage during field operations and inability to perform stationary tasks. My other Chinese patent application, 2024229933078, discloses a transmission mechanism for a tractor clutch. This transmission mechanism includes a drive shaft, a first engaging gear, and a second engaging gear mounted on the drive shaft. The front end of the drive shaft is connected to a clutch disc. The front end of the drive shaft has a front spline for connecting to the clutch disc, and the middle section has a first engaging gear spline. The first engaging gear is mounted on the drive shaft via the first engaging gear spline. A gearbox I shaft is rotatably fitted onto the rear end of the drive shaft. The gearbox I shaft is coaxial with the drive shaft. The front end of the gearbox I shaft has a second engaging gear spline. The second engaging gear is rotatably mounted on the front end of the gearbox I shaft via a bearing. An engaging sleeve assembly is mounted on the second engaging gear spline. When the engaging sleeve assembly engages with the second engaging gear, the second engaging gear rotates synchronously with the gearbox I shaft. When the engaging sleeve assembly releases the second engaging gear and engages with the first engaging gear, the gearbox I shaft rotates synchronously with the drive shaft. The clutch drive shafts on both sides of the engagement sleeve assembly of this transmission mechanism are integrated structures with reasonable structure and good concentricity, which can effectively avoid and reduce the occurrence of shaft breakage accidents and reduce the failure rate of the clutch transmission mechanism. Utility Model Content

[0003] This utility model provides a drive shaft connecting sleeve for connecting an engine flywheel to solve the above problems, so as to realize an independent dual-clutch mechanism with multiple power transmission modes such as independent power output and synchronous power output, while reducing the occurrence of shaft breakage accidents.

[0004] The technical solution adopted by this utility model to solve the technical problem is:

[0005] The present invention provides a drive shaft connecting sleeve for connecting an engine flywheel, comprising a sleeve body with a tubular structure and a flange fixedly connected to the sleeve body for connecting the engine flywheel. The front end of the sleeve body is provided with an internal spline and the rear end is provided with a bearing seat, wherein the internal spline and the bearing seat are coaxially arranged.

[0006] With this solution, the PTO drive shaft and main drive shaft of the tractor clutch mechanism are coaxially set and connected to the connecting sleeve, which has high concentricity and low failure rate. It can realize multiple power transmission modes such as independent power output and synchronous power output, while reducing the occurrence of shaft breakage accidents.

[0007] Preferably, the bearing housing is an annular structure fixedly connected to the rear end face of the sleeve, and a positioning ring is provided at the front end of the flange, the positioning ring being coaxially arranged with the bearing housing.

[0008] This solution enables the positioning ring to achieve accurate positioning with the engine flywheel.

[0009] Preferably, the outer diameter of the bearing housing is larger than the outer diameter of the sleeve.

[0010] This solution facilitates the installation of larger bearings in the bearing housing.

[0011] Preferably, the outer diameter of the bearing housing is equal to the outer diameter of the sleeve.

[0012] This design results in a more compact structure.

[0013] Preferably, the flange surface is provided with locating pin holes.

[0014] This solution uses locating pins in the locating pin holes to accurately position the flange and the engine flywheel.

[0015] Preferably, the sleeve, flange, and bearing housing are an integrated structure.

[0016] This solution results in a more compact structure, higher concentricity, and better product consistency.

[0017] Preferably, a front bearing is installed in the bearing housing, and the outer ring surface of the front bearing is interference-fitted onto the inner wall of the bearing housing.

[0018] With this solution, the tractor's main drive shaft is installed in the front bearing, which serves to support the front end of the main drive shaft.

[0019] Due to the above structure, the PTO drive shaft and main drive shaft of the tractor clutch mechanism are coaxially arranged and connected to the connecting sleeve, resulting in high concentricity and low failure rate. It can realize multiple power transmission modes such as independent power output and synchronous power output, while reducing the occurrence of shaft breakage accidents. Attached Figure Description

[0020] Figure 1 This is a three-dimensional structural schematic diagram of one embodiment of the present utility model;

[0021] Figure 2 yes Figure 1 A three-dimensional structural diagram from another angle of the embodiment;

[0022] Figure 3 This is a three-dimensional structural schematic diagram of another embodiment of the present invention;

[0023] Figure 4 yes Figure 3 A three-dimensional structural diagram from another angle of the embodiment;

[0024] Figure 5 A cross-sectional view of an embodiment of this utility model in use.

[0025] Figure 6 This is a schematic diagram of the assembly structure when the present invention is in use. Detailed Implementation

[0026] The present invention will be further described in detail below with reference to the accompanying drawings. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to directions in the drawings, and the terms "bottom surface," "top surface," "inner," and "outer" refer to directions away from the geometric center of a specific component.

[0027] like Figure 1 , Figure 2 As shown, the drive shaft connecting sleeve 2 for connecting an engine flywheel according to this utility model includes a tubular sleeve body 21 and a flange 22 fixedly connected to the sleeve body 21 for connecting the engine flywheel. The sleeve body 21 has an internal spline 23 at its front end and a bearing seat 24 at its rear end, with the internal spline 23 and bearing seat 24 coaxially arranged. The flange 22 has locating pin holes 26 and multiple evenly distributed bolt holes on its surface. In use, the bolt holes on the flange 22 are aligned with the bolt holes on the engine flywheel 1, locating pins are inserted into the locating pin holes 26, and bolts are installed in the bolt holes to fix the flange 22 to the rear end face of the engine flywheel 1. Depending on the different specifications of the engine flywheel 1, the flange 22 has different numbers of bolt holes, such as... Figure 1 , Figure 2 The embodiment uses 6 bolt holes, such as Figure 3 , Figure 4 The example uses 8 bolt holes.

[0028] The sleeve 21, flange 22, and bearing seat 24 are an integrated structure. The bearing seat 24 is a ring-shaped structure fixedly connected to the rear end face of the sleeve 21. A positioning ring 25 is provided at the front end of the flange 22, and the positioning ring 25 is coaxially arranged with the bearing seat 24. The positioning ring 25 corresponds to the groove provided on the rear end face of the engine flywheel 1. When the flange 22 is attached to the engine flywheel 1, the positioning ring 25 is engaged in the groove on the rear end face of the engine flywheel 1, which plays a role in center positioning.

[0029] like Figure 1 As shown, in one embodiment of this utility model, the outer diameter of the bearing seat 24 is larger than the outer diameter of the sleeve 21.

[0030] like Figure 3 As shown, in another embodiment of this utility model, the outer diameter of the bearing seat 24 is equal to the outer diameter of the sleeve 21.

[0031] In addition, a front bearing 64 is installed in the bearing housing 24, and the outer ring surface of the front bearing 64 is interference-fitted onto the inner wall of the bearing housing 24.

[0032] like Figure 5 As shown, in use, the drive shaft connecting sleeve 2 for connecting the engine flywheel described in this utility model is installed in the independent dual-clutch mechanism of the tractor. The independent dual-clutch mechanism of the tractor includes an engine flywheel 1, a main drive shaft 6, and a PTO drive shaft 3. The engine flywheel 1 is directly connected to the power output of the engine, providing power to the main drive shaft 6 and the PTO drive shaft 3. The main drive shaft 6 is connected to the shift mechanism, and the output end of the shift mechanism is connected to the travel mechanism to drive the travel wheels. The PTO drive shaft 3 is connected to the PTO output mechanism. PTO stands for auxiliary power output, which, for tractors, usually refers to the power output used to drive agricultural implements.

[0033] The front end of the PTO drive shaft 3 is fixedly connected to the center of the engine flywheel 1. Figure 5In this embodiment, a connecting sleeve 2 is splined to the front end of the PTO drive shaft 3. The front end of the connecting sleeve 2 is fixedly connected to the engine flywheel 1 via a flange. The front end of the PTO drive shaft 3 has an external spline that adapts to the connecting sleeve 2. The external spline of the front end of the PTO drive shaft 3 is installed into the internal spline 23 of the connecting sleeve 2. Of course, as another embodiment of this utility model, the PTO drive shaft 3 and the engine flywheel 1 can also be fixedly connected by other easily assembled methods. For example, the connecting sleeve 2 and the front end of the PTO drive shaft 3 can be fitted with a polygonal shaft head through a polygonal hole. In addition, a bearing seat is provided at the rear end of the connecting sleeve 2. The bearing seat is coaxially arranged with the connecting sleeve 2 and forms an integrated structure with the connecting sleeve 2. A front bearing 64 is installed in the bearing seat. The outer ring surface of the front bearing 64 is interference-fitted onto the inner wall of the bearing seat. The front end of the main drive shaft 6 is installed in the front bearing 64, and the inner ring surface of the front bearing 64 is interference-fitted onto the main drive shaft 6. In this way, the main drive shaft 6 is rotatably mounted in the bearing seat of the connecting sleeve 2 via the front bearing 64, and the rotation of the main drive shaft 6 is not affected by the connecting sleeve 2, and vice versa.

[0034] The main drive shaft 6 is a hollow shaft, and the PTO drive shaft 3 is rotatably fitted inside the main drive shaft 6. A clutch driven plate 4, which can move axially, is mounted on the front end of the main drive shaft 6 via a spline. A clutch pressure plate 5 is located behind the clutch driven plate 4, and the edge of the clutch pressure plate 5 is bolted to the engine flywheel 1. In use, the clutch driven plate 4 can be axially moved using a clutch operating mechanism (not shown in the attached diagram) to press the clutch driven plate 4 against the clutch pressure plate 5, or to separate the two. The clutch operating mechanism for axially moving the clutch driven plate 4 is existing technology and will not be described in detail here.

[0035] The rear end of the PTO drive shaft 3 is connected to the PTO output mechanism via a wet clutch 7. A wet clutch is an oil-cooled clutch consisting of multiple closely spaced steel plates and friction plates. A hydraulic cylinder presses the steel plates and friction plates together to engage the clutch. Upon oil return, the steel plates and friction plates separate under spring force. The friction plate directly controlled by the hydraulic cylinder is called the driving end, and the friction plate engaged with the driving end to perform the clutch function is called the driven end. The rear end of the PTO drive shaft 3 is fixedly connected to the driving end of the wet clutch 7, and the driven end of the wet clutch 7 is connected to the PTO output mechanism. When the hydraulic mechanism controls the wet clutch 7 to engage, the power of the PTO drive shaft 3 can be transmitted to the PTO output mechanism through the wet clutch 7; conversely, when the wet clutch 7 is disengaged, the PTO drive shaft 3 idles, and the PTO output mechanism does not operate. The structure and working principle of the wet clutch are existing technology and will not be described in detail here.

[0036] like Figure 5 As shown, the PTO output mechanism includes a PTO drive shaft 8 fixedly connected to the driven end of the wet clutch 7, and a PTO driven shaft 9 connected to the PTO drive gear via gear meshing. Thus, a suitable rotational speed of the PTO driven shaft 9 can be obtained by adjusting the gear parameters to meet the needs of agricultural machinery operation.

[0037] A bushing 60 is fitted onto the outer side of the main drive shaft 6, and the bushing 60 is fixedly connected to the first partition 62 in the housing 61. The main drive shaft 6 extends rearward through the first partition 62, and its end is mounted on the second partition 63 via a bearing. The PTO drive shaft 3 inside the main drive shaft 6 extends through the second partition 63 into the housing 61 behind the second partition 63. The first partition 62 and the second partition 63 in the housing 61 provide support for the main drive shaft 6 and the PTO drive shaft 3, preventing them from bending or becoming misaligned due to radial forces. Additionally, the bushing 60 serves as a support and housing for the release bearing in the clutch disengagement mechanism. The release bearing housing is fitted onto the outer side of the main drive shaft, the support is fixed in position, and the release bearing is mounted on it, connected to the clutch pedal on the outside of the housing via a transmission mechanism. When the clutch pedal is depressed, the release bearing housing moves, and the release bearing moves accordingly, pushing the clutch components to disengage the clutch. The clutch disengagement mechanism is existing technology and will not be described in detail here.

[0038] like Figure 5 As shown, the engine flywheel 1 and the clutch pressure plate 5 are located on the front and rear sides of the clutch driven plate 4, respectively. The edges of the engine flywheel 1 and the clutch pressure plate 5 are rigidly connected by bolts, forming a shell-like structure surrounding the clutch driven plate 4. In operation, initially, the pressure spring in the clutch operating mechanism presses the clutch driven plate 4 tightly against the clutch pressure plate 5, ensuring close contact between the clutch driven plate 4 and the engine flywheel 1 for power transmission. The clutch driven plate 4 then transmits power to the main drive shaft 6 via splines. The main drive shaft 6 drives the travel mechanism through a shifting mechanism. The shifting mechanism achieves variable speed and torque output through different gear combinations, such as forward, reverse, and high / low gears. When the driver depresses the clutch pedal, triggering the clutch operating mechanism, the mechanism pushes the clutch driven plate 4 axially via a linkage or lever device, disengaging the clutch driven plate 4 from the clutch pressure plate 5. The shifting mechanism and travel mechanism then lose power and cease operation.

[0039] On the other hand, the engine flywheel 1 is connected to the PTO drive shaft 3 through the spline on the connecting sleeve 2. The inner wall of the connecting sleeve 2 is machined with internal rectangular splines or internal involute splines, forming a transmission interface with the external splines of the PTO drive shaft 3. The engine flywheel 1 always drives the PTO drive shaft 3 to rotate. The PTO drive shaft 3 transmits the power of the engine flywheel 1 to the active end of the wet clutch 7, and the driven end of the wet clutch 7 is connected to the PTO output mechanism. The separation and engagement of the wet clutch are controlled by a hydraulic controller. In the engaged state, the friction plate group at the active end of the wet clutch 7 transmits power through the oil medium to press the friction plates at the driven end, driving the PTO output mechanism to rotate and realizing the external output of power. In the separated state, the friction plate group at the active end of the wet clutch 7 is disengaged from the friction plates at the driven end, and the power transmission is interrupted, facilitating the start-stop of the equipment or the switching of the operation mode. The action of the wet clutch 7 relies on the oil medium to transmit power to press the friction plates, and the power transmitted by the oil medium is controlled by the oil solenoid valve group. Therefore, the transmission and disconnection of PTO power can be realized through the electronic control system, and the linkage cooperation can be achieved with the hydraulic suspension system of the tractor, realizing the simplification of the operation of agricultural implements and improving the working efficiency of agricultural implements.

[0040] Although some specific embodiments of the present invention have been described in detail above through examples, those skilled in the art should understand that the above examples are only for illustration and not for limiting the scope of the present invention. Those skilled in the art should understand that the above embodiments can be modified without departing from the scope and spirit of the present invention. The scope of the present invention is defined by the appended claims.

Claims

1. A drive shaft coupling sleeve for connecting an engine flywheel, comprising a sleeve body (21) of tubular construction, a flange (22) fixedly connected to the sleeve body (21) for connecting the engine flywheel, characterized in that: The front end of the sleeve body (21) is provided with an inner spline (23), and the rear end is provided with a bearing seat (24), and the inner spline (23) and the bearing seat (24) are coaxially arranged.

2. A propeller shaft coupling sleeve for coupling an engine flywheel as claimed in claim 1, wherein: The bearing seat (24) is a ring structure fixedly connected to the rear end surface of the sleeve body (21), and the front end of the flange plate (22) is provided with a positioning ring (25), and the positioning ring (25) is coaxially arranged with the bearing seat (24).

3. A propeller shaft coupling sleeve for coupling an engine flywheel according to claim 1 or 2, characterized in that: The outer diameter of the bearing seat (24) is greater than the outer diameter of the sleeve body (21).

4. The propeller shaft coupling sleeve for coupling an engine flywheel according to claim 1 or 2, wherein: The outer diameter of the bearing seat (24) is equal to the outer diameter of the sleeve body (21).

5. The propeller shaft coupling sleeve for coupling an engine flywheel as set forth in claim 1 or 2, wherein: The disc surface of the flange plate (22) is provided with a positioning pin hole (26).

6. The propeller shaft coupling sleeve for coupling an engine flywheel as set forth in claim 1 or 2, wherein: The sleeve body (21), the flange plate (22) and the bearing seat (24) are integrated structures.

7. The propeller shaft coupling sleeve for coupling an engine flywheel as set forth in claim 1 or 2, wherein: The front end bearing (64) is installed in the bearing seat (24), and the outer ring surface of the front end bearing (64) is installed on the inner wall of the bearing seat (24) in interference fit.

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