Through shaft power output control device and intermediate axle

Abstract

The utility model discloses a through shaft power output control device and an intermediate axle. The through shaft power output control device comprises a through shaft assembly, an intermediate shaft assembly and a control assembly. The through shaft assembly comprises a through shaft and an end tooth sleeve, and the end tooth sleeve is in transmission connection with the through shaft; the middle shaft assembly comprises a middle shaft, a clutch sleeve and an output end transmission flange, the front portion of the middle shaft is in running fit with the rear portion of the through shaft, the middle of the middle shaft is sleeved with the clutch sleeve, and the clutch sleeve and the middle of the middle shaft are connected in the mode that the clutch sleeve and the middle of the middle shaft can move front and back relatively and cannot rotate relatively. The rear part of the intermediate shaft is in transmission connection with the output end transmission flange; the control assembly can drive the clutch sleeve to move back and forth in the middle of the middle shaft along the axis so that the clutch sleeve can be meshed with or separated from the end tooth sleeve. According to the utility model, the truck can be switched between a 6 * 6 mode and a 6 * 4 mode so as to adapt to different cargo loading conditions.

Description

Technical Field

[0001] This utility model relates to cargo trucks, specifically to a through-axle power output control device and an intermediate axle. Background Technology

[0002] Currently, most heavy-duty articulated mining trucks in China use a 6x6 configuration. The engine distributes power to the front axle via a transmission and differential. The engine also transmits power to the driveshaft via the transmission, which in turn transmits power to the input drive flange of the main reducer assembly on the intermediate axle. The input drive flange then transmits power to the cylindrical drive gear within the main reducer housing. Subsequently, the cylindrical drive gear transmits power to the intermediate axle differential via a transmission structure. Simultaneously, the cylindrical drive gear also transmits power to the output drive flange via a through shaft, and finally to the rear axle, thus ensuring power input to the front, intermediate, and rear axles. During vehicle operation, the 6x6 configuration provides strong power with its six drive wheels, performing excellently when fully loaded and enjoying widespread market popularity. However, under light load conditions (e.g., empty or partially loaded), the simultaneous operation of all six drive wheels results in wasted power. Therefore, a device needs to be designed to enable trucks to switch from 6x6 mode to 6x4 mode when lightly loaded, in order to improve transmission efficiency and reduce fuel consumption. Utility Model Content

[0003] In view of this, the purpose of this utility model is to provide a through-shaft power output control device and an intermediate axle, which enables a cargo truck to switch between 6x6 mode and 6x4 mode to adapt to different cargo loading conditions.

[0004] This utility model discloses a through-shaft power output control device, comprising a through-shaft assembly, an intermediate shaft assembly, and a control assembly. The through-shaft assembly includes a through shaft and an end gear sleeve, the end gear sleeve being drivenly connected to the through shaft. The intermediate shaft assembly includes an intermediate shaft, a clutch sleeve, and an output end transmission flange. The front part of the intermediate shaft is rotatably engaged with the rear part of the through shaft. The clutch sleeve is fitted over the middle part of the intermediate shaft, and the clutch sleeve is connected to the middle part of the intermediate shaft in a manner that allows relative forward and backward movement but prevents relative rotation. The rear part of the intermediate shaft is drivenly connected to the output end transmission flange. The control assembly can drive the clutch sleeve to move back and forth along the axis of the middle part of the intermediate shaft, so that the clutch sleeve engages or disengages with the end gear sleeve.

[0005] Furthermore, the intermediate shaft assembly also includes an intermediate shaft support housing, the output end transmission flange is sleeved on the rear part of the intermediate shaft, the output end transmission flange is rotatably engaged with the intermediate shaft support housing through a first bearing, the rear part of the through shaft is provided with a receiving cavity, the front part of the intermediate shaft extends into the receiving cavity and is rotatably engaged with the through shaft through a second bearing.

[0006] Furthermore, the intermediate shaft assembly also includes a plug and an O-ring seal. A through hole is provided in the middle of the output end drive flange. The through hole is connected to the intermediate shaft by a key. The middle of the plug is connected to the rear of the intermediate shaft by a threaded fastener. The plug closes the rear end of the through hole. The O-ring seal is disposed between the plug and the through hole of the output end drive flange.

[0007] Furthermore, the through shaft is fitted with a third bearing for mating with the intermediate bridge housing. A connecting disc assembly is provided on the rear side of the third bearing. The connecting disc assembly includes a connecting disc and an oil seal. The connecting disc assembly can be connected to the intermediate bridge housing by a plurality of first bolts. The connecting disc is connected to the intermediate shaft support housing by a plurality of second bolts. The through shaft passes through the middle of the connecting disc. The oil seal is disposed between the connecting disc and the through shaft.

[0008] Furthermore, the control assembly includes a shift fork shaft support housing, a shift fork shaft, a shift fork component, a spring, a plug, a stop block, a piston, and a control cylinder. The plug and the control cylinder are respectively disposed on the front and rear sides of the shift fork shaft support housing. The stop block is disposed between the shift fork shaft support housing and the control cylinder. The front part of the shift fork shaft is slidably engaged with the plug, and the rear part of the shift fork shaft is slidably engaged with the stop block.

[0009] The shift fork is sleeved on the shift fork shaft, and a limiting ring is provided on the shift fork shaft located on the rear side of the shift fork. The spring is sleeved on the shift fork shaft and compressed between the block and the shift fork. The spring causes the shift fork to abut against the limiting ring and causes the shift fork shaft to have a rearward movement tendency. The control cylinder can drive the piston to drive the shift fork shaft to move forward.

[0010] The shift fork shaft support housing is connected to the intermediate shaft support housing, the inner cavity of the shift fork shaft support housing is connected to the inner cavity of the intermediate shaft support housing, and the shift fork extends into the intermediate shaft support housing and is connected to the clutch sleeve.

[0011] Furthermore, an adjusting screw and a locking nut are provided at the end of the shift fork shaft facing the piston. The locking nut is sleeved on the adjusting screw, the adjusting screw is threadedly connected to the shift fork shaft, and the rear end of the adjusting screw abuts against the piston.

[0012] Furthermore, an indicator switch is provided on the block, the indicator switch extends into the block, and when the shift fork shaft moves to a position where the clutch sleeve engages with the end tooth sleeve, the shift fork shaft can trigger the indicator switch.

[0013] Furthermore, the clutch sleeve is provided with an annular groove, and the lower part of the shift fork is connected to the annular groove; a sealing ring is provided between the piston and the control cylinder; and a pressure oil inlet is provided on the control cylinder.

[0014] An intermediate bridge according to this utility model further includes an intermediate bridge housing, a main reducer assembly, and the aforementioned through-shaft power output control device. The main reducer assembly includes a main reducer housing, a cylindrical drive gear, an input end transmission flange, a cylindrical driven gear, and a drive spiral bevel gear shaft. The main reducer housing, intermediate bridge housing, and intermediate shaft support housing are connected sequentially from front to back. The input end transmission flange, cylindrical drive gear, cylindrical driven gear, and drive spiral bevel gear shaft are sequentially connected in a driving relationship. The cylindrical drive gear is connected in a driving relationship with the through-shaft.

[0015] Furthermore, both the cylindrical driving gear and the driving spiral bevel gear are rotatably mounted inside the main reducer housing. The cylindrical driving gear meshes with the cylindrical driven gear, and the cylindrical driven gear is connected to the shaft of the driving spiral bevel gear by a key. The cylindrical driving gear has a mounting hole that opens to the rear, and the front part of the through shaft extends into the mounting hole and is connected to the cylindrical driving gear by a key.

[0016] The beneficial effects of this invention are as follows: This invention can drive the clutch sleeve forward through the control assembly, causing the clutch sleeve to engage with the end gear sleeve. This forms a power transmission path through the through shaft, end gear sleeve, clutch sleeve, intermediate shaft, and output transmission flange, thereby transmitting power to the rear axle via the output transmission flange. This allows the truck to maintain a 6x6 mode under heavy load, providing strong power. This invention can also drive the clutch sleeve backward through the control assembly, causing the clutch sleeve to disengage from the end gear sleeve. This cuts off the power transmission between the through shaft and intermediate shaft, stopping power transmission to the rear axle. This allows the truck to switch from 6x6 to 6x4 mode under light load, improving transmission efficiency and reducing fuel consumption. Therefore, this invention enables the truck to switch between 6x6 and 6x4 modes to adapt to different loading conditions. Attached Figure Description

[0017] To make the objectives, technical solutions, and beneficial effects of this utility model clearer, the following drawings are provided for illustration:

[0018] Figure 1This is a schematic diagram of the through-shaft power output control device of this utility model.

[0019] Figure 2 This is a schematic diagram of the control assembly of this utility model;

[0020] Figure 3 This is a schematic diagram of the structure of the intermediate bridge of this utility model.

[0021] The following labels are shown in the attached diagram:

[0022] 1—Intermediate bridge housing;

[0023] 2—Main reducer assembly, 7—Main reducer housing, 8—Cylindrical drive gear, 9—Input end transmission flange, 10—Cylindrical driven gear, 11—Driver spiral bevel gear shaft;

[0024] 3—Connecting disc assembly, 36—Connecting disc, 37—Oil seal, 38—First bolt, 39—Second bolt;

[0025] 4—Intermediate shaft assembly, 12—Intermediate shaft support housing, 13—Output end transmission flange, 14—Clutch sleeve, 26—Intermediate shaft, 32—First bearing, 33—Plug, 34—O-ring seal;

[0026] 5—Control assembly, 15—Shift fork shaft support housing, 16—Shift fork shaft, 17—Shift fork component, 18—Spring, 19—Control cylinder, 20—Piston, 21—Plug, 22—Indicator switch, 28—Stop, 29—Adjusting screw, 30—Lock nut, 31—Sealing ring, 35—Pressure oil inlet;

[0027] 6—Through shaft assembly, 23—Through shaft, 24—Second bearing, 25—Third bearing, 27—End gear sleeve. Detailed Implementation

[0028] The technical solution of this utility model will be described in detail below with reference to the accompanying drawings and embodiments.

[0029] like Figure 1 and Figure 3As shown, a through-shaft power output control device in this embodiment includes a through-shaft assembly 6, an intermediate shaft assembly 4, and a control assembly 5. The through-shaft assembly 6 includes a through-shaft 23 and an end gear sleeve 27, which is drive-connected to the through-shaft 23. The intermediate shaft assembly 4 includes an intermediate shaft 26, a clutch sleeve 14, and an output end drive flange 13. The front part of the intermediate shaft 26 is rotatably engaged with the rear part of the through-shaft 23. The clutch sleeve 14 is fitted over the middle part of the intermediate shaft 26, and the clutch sleeve 14 is connected to the middle part of the intermediate shaft 26 in a manner that allows relative forward and backward movement but prevents relative rotation. The rear part of the intermediate shaft 26 is drive-connected to the output end drive flange 13. The control assembly 5 can drive the clutch sleeve 14 to move back and forth along the axis of the middle part of the intermediate shaft 26, so that the clutch sleeve 14 engages or disengages from the end gear sleeve 27.

[0030] The through shaft 23 is provided with an external spline or a flat key, and the end gear sleeve 27 is provided with a matching keyway, which can realize the transmission connection between the through shaft 23 and the end gear sleeve 27. Limiting structures can be provided on the front and rear sides of the through shaft 23 corresponding to the end gear sleeve 27 to prevent the end gear sleeve 27 and the through shaft 23 from being displaced relative to each other.

[0031] The front part of the intermediate shaft 26 rotates with the rear part of the through shaft 23, allowing the intermediate shaft 26 and the through shaft 23 to rotate relative to each other. At the same time, the through shaft 23 can also provide a support position for the intermediate shaft 26.

[0032] An external spline is provided on the intermediate shaft 26, and a matching keyway is provided in the clutch sleeve 14. The clutch sleeve 14 can move back and forth on the intermediate shaft 26, and the clutch sleeve 14 and the intermediate shaft 26 rotate synchronously, thereby realizing that the clutch sleeve 14 and the middle part of the intermediate shaft 26 are connected in a way that can move back and forth relative to each other but cannot rotate relative to each other.

[0033] An external spline or flat key is provided on the rear part of the intermediate shaft 26, and a matching keyway is provided in the through hole of the output end transmission flange 13, which can realize the transmission connection between the intermediate shaft 26 and the output end transmission flange 13. Limiting structures can be provided on the front and rear sides of the intermediate shaft 26 corresponding to the output end transmission flange 13 to prevent relative displacement between the output end transmission flange 13 and the intermediate shaft 26.

[0034] The clutch sleeve 14 and the end toothed sleeve 27 are respectively provided with meshing teeth on their opposite sides. When the clutch sleeve 14 moves forward, it can approach the end toothed sleeve 27, thereby enabling the meshing teeth of the clutch sleeve 14 to mesh with the meshing teeth of the end toothed sleeve 27. When the clutch sleeve 14 moves backward, it can move away from the end toothed sleeve 27, thereby enabling the meshing teeth of the clutch sleeve 14 to separate from the meshing teeth of the end toothed sleeve 27.

[0035] By controlling the clutch sleeve 14 to move forward, the clutch sleeve 14 can engage with the end gear sleeve 27, thereby forming a power transmission path through the shaft 23, the end gear sleeve 27, the clutch sleeve 14, the intermediate shaft 26, and the output end transmission flange 13. This enables the power to be transmitted to the rear axle through the output end transmission flange 13, so that the truck can maintain a 6x6 mode under heavy load and provide strong power.

[0036] By controlling the clutch sleeve 14 to move backward, the clutch sleeve 14 can be separated from the end gear sleeve 27, thereby cutting off the power transmission between the through shaft 23 and the intermediate shaft 26, and stopping the power transmission to the rear axle. This allows the truck to switch from 6x6 mode to 6x4 mode when lightly loaded, thereby improving transmission efficiency and reducing fuel consumption.

[0037] Therefore, this embodiment enables the cargo truck to switch between 6x6 and 6x4 modes to adapt to different cargo loading conditions.

[0038] In this embodiment, the intermediate shaft assembly 4 further includes an intermediate shaft support shell 12. The output end transmission flange 13 is sleeved on the rear part of the intermediate shaft 26. The output end transmission flange 13 is rotatably engaged with the intermediate shaft support shell 12 through a first bearing 32. The rear part of the through shaft 23 is provided with a receiving cavity. The front part of the intermediate shaft 26 extends into the receiving cavity and is rotatably engaged with the through shaft 23 through a second bearing 24.

[0039] The rear of the through shaft 23 is provided with a receiving cavity, which makes full use of the internal space of the through shaft 23, making the connection structure between the through shaft 23 and the intermediate shaft 26 more compact and improving the space utilization rate.

[0040] The positions of the through shaft 23 and the intermediate shaft support shell 12 are fixed. The front part of the intermediate shaft 26 is rotatably engaged with the through shaft 23, and the rear part of the intermediate shaft 26 is connected to the output end transmission flange 13. The output end transmission flange 13 is rotatably engaged with the intermediate shaft support shell 12 through the first bearing 32, thereby realizing the assembly of the intermediate shaft 26 and the output end transmission flange 13.

[0041] In this embodiment, the intermediate shaft assembly 4 further includes a plug 33 and an O-ring seal 34. A through hole is provided in the middle of the output end drive flange 13, and the through hole is keyed to the intermediate shaft 26. The middle of the plug 33 is connected to the rear of the intermediate shaft 26 by a threaded fastener, and the plug 33 closes the rear end of the through hole. The O-ring seal 34 is disposed between the plug 33 and the through hole of the output end drive flange 13. The plug 33 and the O-ring seal 34 prevent lubricant leakage from the intermediate shaft support housing 12.

[0042] In this embodiment, the through shaft 23 is fitted with a third bearing 25 for cooperating with the intermediate bridge housing 1. A connecting plate assembly 3 is provided on the rear side of the third bearing 25. The connecting plate assembly 3 includes a connecting plate 36 and an oil seal 37. The connecting plate assembly 3 can be connected to the intermediate bridge housing 1 by a plurality of first bolts 38. The connecting plate 36 is connected to the intermediate shaft support housing 12 by a plurality of second bolts 39. The through shaft 23 passes through the middle of the connecting plate 36. The oil seal 37 is disposed between the connecting plate 36 and the through shaft 23.

[0043] It is worth noting that during assembly, the connecting plate assembly 3 is first connected to the intermediate bridge housing 1 by multiple first bolts 38, then the oil seal 37 is installed, the intermediate shaft assembly 4 is then connected to the connecting plate assembly 3, and finally the control assembly 5 is connected to the intermediate shaft assembly 4.

[0044] There are two oil seals 37, which are placed adjacent to each other. The two oil seals 37 can isolate the inner cavity of the intermediate bridge housing 1 from the inner cavity of the intermediate shaft support housing 12. Each inner cavity forms its own lubrication space to prevent lubricant leakage. Furthermore, the oil seal 37 on the front side has an oil storage cavity that opens forward, and the oil seal 37 on the rear side has an oil storage cavity that opens backward. The oil storage cavity in the oil seal 37 on the front side can have sufficient lubricating oil between it and the third bearing 25 to ensure lubrication.

[0045] In this embodiment, the control assembly 5 includes a shift fork shaft support housing 15, a shift fork shaft 16, a shift fork component 17, a spring 18, a block 21, a stop block 28, a piston 20, and a control cylinder 19. The block 21 and the control cylinder 19 are respectively disposed on the front and rear sides of the shift fork shaft support housing 15. The stop block 28 is disposed between the shift fork shaft support housing 15 and the control cylinder 19. The front part of the shift fork shaft is slidably engaged with the block 21, and the rear part of the shift fork shaft 16 is slidably engaged with the stop block 28.

[0046] The shift fork 17 is sleeved on the shift fork shaft 16, and a limiting ring is provided on the shift fork shaft 16 located on the rear side of the shift fork 17. The spring 18 is sleeved on the shift fork shaft 16, and the spring 18 is compressed between the block 21 and the shift fork 17. The spring 18 causes the shift fork 17 to abut against the limiting ring and causes the shift fork shaft 16 to have a rearward movement tendency. The control cylinder 19 can drive the piston 20 to drive the shift fork shaft 16 to move forward.

[0047] The shift fork shaft support shell 15 is connected to the intermediate shaft support shell 12, the inner cavity of the shift fork shaft support shell 15 is connected to the inner cavity of the intermediate shaft support shell 12, and the shift fork 17 extends into the intermediate shaft support shell 12 and is connected to the clutch sleeve 14.

[0048] In this embodiment, an adjusting screw 29 and a locking nut 30 are provided at one end of the shift fork shaft 16 facing the piston 20. The locking nut 30 is sleeved on the adjusting screw 29. The adjusting screw 29 is threadedly connected to the shift fork shaft 16, and the rear end of the adjusting screw 29 abuts against the piston 20.

[0049] The rear end of the adjusting screw 29 abuts against the piston 20. The adjusting screw 29 is threadedly connected to the shift fork shaft 16, which can change the length of the adjusting screw 29 extending from the shift fork shaft 16, thereby adjusting the position of the shift fork shaft 16 and the shift fork component 17.

[0050] The spring force of spring 18 causes the shift fork 17 to abut against the limiting ring and gives the shift fork shaft 16 a backward tendency, thereby causing the rear end of the adjusting screw 29 to abut against the piston 20. When the control cylinder 19 is pressurized, it drives the piston 20 to move forward. The piston 20 pushes the adjusting screw 29 forward, which in turn drives the shift fork shaft 16 forward. The limiting ring pushes the shift fork 17 forward, thereby causing the shift fork 17 to drive the clutch sleeve 14 forward, thus engaging the clutch sleeve 14 with the end toothed sleeve 27. When the control cylinder 19 is depressurized, the spring force of spring 18 pushes the shift fork 17 to drive the limiting ring, shift fork shaft 16, adjusting screw 29, and piston 20 backward, thereby causing the shift fork 17 to drive the clutch sleeve 14 backward, thus disengaging the clutch sleeve 14 from the end toothed sleeve 27.

[0051] In this embodiment, an indicator switch 22 is provided on the block 21. The indicator switch 22 extends into the block 21, and when the shift fork shaft moves to the position where the clutch sleeve 14 engages with the end tooth sleeve 27, the shift fork shaft can trigger the indicator switch 22.

[0052] When the shift fork shaft moves forward to the position where the clutch sleeve 14 engages with the end gear sleeve 27, the front end of the shift fork shaft triggers the indicator switch 22, thereby sending a feedback signal to the vehicle controller or other controllers. This allows the vehicle controller or other controllers to determine that the clutch sleeve 14 and end gear sleeve 27 are engaged, power can be transmitted to the rear axle, and the truck is in 6x6 mode. When the shift fork shaft moves backward to the position where the clutch sleeve 14 and end gear sleeve 27 disengage, the front end of the shift fork shaft does not trigger the indicator switch 22, but still sends a feedback signal to the vehicle controller or other controllers. This allows the vehicle controller or other controllers to determine that the clutch sleeve 14 and end gear sleeve 27 are disengaged, power is not transmitted to the rear axle, and the truck is in 6x4 mode. Ultimately, this allows the vehicle controller or other controllers to easily distinguish between 6x6 and 6x4 modes for the truck.

[0053] The indicator switch 22 can be a pressure-triggered switch, triggered by applying pressure to the front end of the shift fork shaft. Alternatively, the indicator switch 22 can be replaced by a photoelectric displacement sensor. The photoelectric displacement sensor detects the position of the front end of the shift fork shaft in real time and sends the position signal of the front end of the shift fork shaft 16 to the vehicle controller or other controllers. The vehicle controller or other controllers determine the engagement or disengagement state of the clutch sleeve 14 and the end tooth sleeve 27 based on this signal.

[0054] In this embodiment, the clutch sleeve 14 is provided with an annular groove, and the lower part of the shift fork 17 is connected to the annular groove; a sealing ring 31 is provided between the piston 20 and the control cylinder 19; and a pressure oil inlet 35 is provided on the control cylinder 19. The sealing ring 31 can prevent the pressure oil in the control cylinder 19 from leaking. Pressure oil enters the control cylinder 19 through the pressure oil inlet 35, which can drive the piston 20 to move forward.

[0055] like Figures 1-3 As shown, an intermediate bridge in this embodiment further includes an intermediate bridge housing 1, a main reducer assembly 2, and the aforementioned through-shaft power output control device. The main reducer assembly 2 includes a main reducer housing 7, a cylindrical drive gear 8, an input end transmission flange 9, a cylindrical driven gear 10, and a drive spiral bevel gear shaft 11. The main reducer housing 7, the intermediate bridge housing 1, and the intermediate shaft support housing 12 are connected sequentially from front to back. The input end transmission flange 9, the cylindrical drive gear 8, the cylindrical driven gear 10, and the drive spiral bevel gear shaft 11 are sequentially connected in a driving relationship. The cylindrical drive gear 8 is connected in a driving relationship with the through-shaft 23.

[0056] The engine distributes power to the front axle via the transmission and differential. The engine also transmits power to the driveshaft via the transmission. The driveshaft transmits power to the input drive flange 9 of the main reducer assembly 2 on the intermediate axle. The input drive flange 9 transmits power to the cylindrical drive gear 8 within the main reducer housing 7. Subsequently, the cylindrical drive gear 8 transmits power to the intermediate axle differential via the cylindrical driven gear 10 and the drive spiral bevel gear, thus ensuring power input to both the front and intermediate axles. The cylindrical drive gear 8 can also transmit power to the through shaft 23.

[0057] By controlling the clutch sleeve 14 to move forward, the clutch sleeve 14 can engage with the end gear sleeve 27, thereby forming a power transmission path through the shaft 23, the end gear sleeve 27, the clutch sleeve 14, the intermediate shaft 26, and the output end transmission flange 13. This enables the power to be transmitted to the rear axle through the output end transmission flange 13. At this time, the front axle, the intermediate axle, and the rear axle all have power input, allowing the truck to maintain a 6x6 mode under heavy load and provide strong power.

[0058] By controlling the clutch sleeve 14 to move backward, the clutch sleeve 14 can be separated from the end gear sleeve 27, thereby cutting off the power transmission between the through shaft 23 and the intermediate shaft 26, and thus stopping the power transmission to the rear axle. Only the front axle and the intermediate axle have power input, so that the truck can switch from 6x6 mode to 6x4 mode when lightly loaded, thereby improving transmission efficiency and reducing fuel consumption.

[0059] Therefore, this embodiment enables the cargo truck to switch between 6x6 and 6x4 modes to adapt to different cargo loading conditions.

[0060] In this embodiment, the cylindrical driving gear 8 and the driving spiral bevel gear are both rotatably disposed within the main reducer housing 7. The cylindrical driving gear 8 meshes with the cylindrical driven gear 10, and the cylindrical driven gear 10 is connected to the driving spiral bevel gear shaft 11 by a key. The cylindrical driving gear 8 has a mounting hole that opens to the rear, and the front part of the through shaft extends into the mounting hole and is connected to the cylindrical driving gear 8 by a key.

[0061] The front part of the through shaft extends into the mounting hole and is connected to the cylindrical drive gear 8 via a key. Simultaneously, the rear part of the through shaft is connected to the intermediate bridge housing 1 via the third bearing 25. Therefore, the through shaft is already assembled and positioned before the intermediate shaft assembly 4 and control assembly 5 are installed. The specific assembly steps are as follows: first, assemble the intermediate bridge housing 1, the main reducer assembly 2, the through shaft assembly 6, and the connecting plate assembly 3 together; then, connect the intermediate shaft assembly 4 to the connecting plate assembly 3; finally, connect the control assembly 5 to the intermediate shaft assembly 4. The disassembly and assembly of the intermediate shaft assembly 4 and the control assembly 5 do not affect the assembly of the through shaft 23, making assembly and subsequent maintenance and disassembly easier.

[0062] The cylindrical driven gear 10 is keyed to the driving spiral bevel gear shaft 11. An external spline or a flat key can be provided on the driving spiral bevel gear shaft 11, and a matching keyway is provided on the cylindrical driven gear 10, enabling the transmission connection between the cylindrical driven gear 10 and the driving spiral bevel gear shaft 11. An external spline or a flat key can be provided on the front part of the through shaft, and a matching keyway is provided in the mounting hole of the cylindrical driving gear 8, enabling the transmission connection between the cylindrical driven gear 10 and the through shaft.

[0063] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model and are not intended to limit it. Although this utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of this utility model without departing from the spirit and scope of the technical solutions of this utility model, and all such modifications or substitutions should be covered within the scope of the claims of this utility model.

Claims

1. A through-shaft power output control device, characterized in that: The system includes a through shaft assembly (6), an intermediate shaft assembly (4), and a control assembly (5); the through shaft assembly (6) includes a through shaft (23) and an end gear sleeve (27), the end gear sleeve (27) being drivenly connected to the through shaft (23); the intermediate shaft assembly (4) includes an intermediate shaft (26), a clutch sleeve (14), and an output end transmission flange (13), the front of the intermediate shaft (26) being rotatably engaged with the rear of the through shaft (23), and the clutch sleeve (14) being externally engaged with the rear of the through shaft (23). The clutch sleeve (14) is fitted onto the middle part of the intermediate shaft (26), and the clutch sleeve (14) is connected to the middle part of the intermediate shaft (26) in a manner that allows relative forward and backward movement but prevents relative rotation. The rear part of the intermediate shaft (26) is connected to the output end transmission flange (13). The control assembly (5) can drive the clutch sleeve (14) to move back and forth along the axis in the middle part of the intermediate shaft (26), so that the clutch sleeve (14) engages or disengages from the end gear sleeve (27).

2. The through-shaft power output control device according to claim 1, characterized in that: The intermediate shaft assembly (4) also includes an intermediate shaft support shell (12). The output end transmission flange (13) is sleeved on the rear of the intermediate shaft (26). The output end transmission flange (13) is rotatably engaged with the intermediate shaft support shell (12) through a first bearing (32). The rear of the through shaft (23) is provided with a receiving cavity. The front of the intermediate shaft (26) extends into the receiving cavity and is rotatably engaged with the through shaft (23) through a second bearing (24).

3. The through-shaft power output control device according to claim 2, characterized in that: The intermediate shaft assembly (4) also includes a plug (33) and an O-ring seal (34). A through hole is provided in the middle of the output end drive flange (13). The through hole is connected to the intermediate shaft (26) by a key. The middle of the plug (33) is connected to the rear of the intermediate shaft (26) by a threaded fastener. The plug (33) closes the rear end of the through hole. The O-ring seal (34) is provided between the plug (33) and the through hole of the output end drive flange (13).

4. The through-shaft power output control device according to claim 2, characterized in that: The through shaft (23) is fitted with a third bearing (25) for cooperating with the intermediate bridge housing (1). A connecting plate assembly (3) is provided on the rear side of the third bearing (25). The connecting plate assembly (3) includes a connecting plate (36) and an oil seal (37). The connecting plate assembly (3) can be connected to the intermediate bridge housing (1) by a plurality of first bolts (38). The connecting plate (36) is connected to the intermediate shaft support housing (12) by a plurality of second bolts (39). The through shaft (23) passes through the middle of the connecting plate (36). The oil seal (37) is located between the connecting plate (36) and the through shaft (23).

5. The through-shaft power output control device according to claim 2, characterized in that: The control assembly (5) includes a shift fork shaft support housing (15), a shift fork shaft (16), a shift fork component (17), a spring (18), a block (21), a stop block (28), a piston (20), and a control cylinder (19). The block (21) and the control cylinder (19) are respectively disposed on the front and rear sides of the shift fork shaft support housing (15). The stop block (28) is disposed between the shift fork shaft support housing (15) and the control cylinder (19). The front part of the shift fork shaft (16) is slidably engaged with the block (21), and the rear part of the shift fork shaft (16) is slidably engaged with the stop block (28). The shift fork (17) is sleeved on the shift fork shaft (16). A limiting ring is provided on the shift fork shaft (16) located on the rear side of the shift fork (17). The spring (18) is sleeved on the shift fork shaft (16) and compressed between the block (21) and the shift fork (17). The spring (18) causes the shift fork (17) to abut against the limiting ring and causes the shift fork shaft (16) to have a backward movement tendency. The control cylinder (19) can drive the piston (20) to drive the shift fork shaft (16) to move forward. The shift fork shaft support shell (15) is connected to the intermediate shaft support shell (12), the inner cavity of the shift fork shaft support shell (15) is connected to the inner cavity of the intermediate shaft support shell (12), and the shift fork (17) extends into the intermediate shaft support shell (12) and is connected to the clutch sleeve (14).

6. The through-shaft power output control device according to claim 5, characterized in that: An adjusting screw (29) and a locking nut (30) are provided at one end of the shift fork shaft (16) facing the piston (20). The locking nut (30) is fitted over the adjusting screw (29). The adjusting screw (29) is threadedly connected to the shift fork shaft (16). The rear end of the adjusting screw (29) abuts against the piston (20).

7. The through-shaft power output control device according to claim 5, characterized in that: An indicator switch (22) is provided on the block (21). The indicator switch (22) extends into the block (21). When the shift fork shaft (16) moves to the position where the clutch sleeve (14) engages with the end tooth sleeve (27), the shift fork shaft (16) can trigger the indicator switch (22).

8. The through-shaft power output control device according to claim 5, characterized in that: The clutch sleeve (14) is provided with an annular groove, and the lower part of the shift fork (17) is connected to the annular groove; a sealing ring (31) is provided between the piston (20) and the control cylinder (19); a pressure oil inlet hole (35) is provided on the control cylinder (19).

9. An intermediate bridge, characterized in that: It also includes an intermediate bridge housing (1), a main reducer assembly (2), and a through shaft power output control device as described in any one of claims 2-8. The main reducer assembly (2) includes a main reducer housing (7), a cylindrical drive gear (8), an input end transmission flange (9), a cylindrical driven gear (10), and a drive spiral bevel gear shaft (11). The main reducer housing (7), the intermediate bridge housing (1), and the intermediate shaft support housing (12) are connected sequentially from front to back. The input end transmission flange (9), the cylindrical drive gear (8), the cylindrical driven gear (10), and the drive spiral bevel gear shaft (11) are connected in sequence. The cylindrical drive gear (8) is connected in transmission to the through shaft (23).

10. The intermediate bridge according to claim 9, characterized in that: The cylindrical drive gear (8) and the drive spiral bevel gear are rotatably disposed within the main reducer housing (7). The cylindrical drive gear (8) meshes with the cylindrical driven gear (10). The cylindrical driven gear (10) is connected to the drive spiral bevel gear shaft (11) by a key. The cylindrical drive gear (8) has a mounting hole that opens to the rear. The front part of the through shaft (23) extends into the mounting hole and is connected to the cylindrical drive gear (8) by a key.

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