A wheel loader drive axle structure

Abstract

This utility model discloses a drive axle structure for a wheel loader, relating to the field of engineering machinery manufacturing technology. It includes a main reduction gearbox assembly, a left axle tube assembly, a right axle tube assembly, two wheel hubs, two axle tube interfaces, and an input shaft brake assembly. The left and right axle tube assemblies are respectively connected to both sides of the main reduction gearbox assembly via bolts. The axle tube interfaces are located at the ends of the left and right axle tube assemblies and connected to the wheel hubs. The input shaft brake assembly is integrated into the input shaft of the main reduction gearbox assembly. This utility model optimizes the assembly method, improves assembly efficiency, enhances product quality, and ensures the service life of the tractor drive axle by installing an integrated travel and parking brake at the input shaft of the main reduction gearbox assembly, using bolt connections between the left and right axle tube assemblies and the main reduction gearbox assembly, and realizing the drive function of the gearbox.

Description

Technical Field

[0001] This utility model relates to the field of engineering machinery manufacturing technology, and in particular to a drive axle structure for a wheel loader. Background Technology

[0002] In the field of engineering vehicles, the drive axle, as a key transmission component, plays a crucial role in vehicle operation. The drive axle undertakes the driving task during movement, effectively transmitting the torque generated by the engine to the half-shafts and further to the drive wheels via the main reduction gearbox assembly within the axle, thus realizing the vehicle's driving function. Structurally, the drive axle generally consists of key components such as the main reduction gearbox, differential, wheel transmission device, and drive axle housing.

[0003] During vehicle operation, the drive axle not only bears the vehicle's vertical load but also withstands a variety of complex forces. It must withstand vertical forces acting between the road surface and the chassis or body, which continuously and dynamically affect the drive axle depending on road conditions, such as bumpy roads and slopes. Longitudinal forces primarily arise from acceleration, deceleration, and hill climbing, testing the drive axle's transmission efficiency and structural strength. Lateral forces are generated during cornering or when subjected to crosswinds, demanding stability from the drive axle. Furthermore, the drive axle must withstand braking torque and reaction forces, which peak during braking, posing a significant challenge to the strength and reliability of its components. Therefore, a well-designed drive axle structure is crucial for extending vehicle lifespan and improving vehicle efficiency.

[0004] As an important type of construction machinery, wheel loaders are primarily used for the efficient loading and short-distance transportation of loose materials. They are widely used in numerous industries, including construction, mining, and logistics, due to their flexibility and efficiency. It is one of the fastest-growing, highest-volume, and most in-demand types of construction machinery. The drive axle, as a core component of the wheel loader's transmission system, directly affects the vehicle's performance. A well-designed drive axle ensures stable and efficient operation under various complex working conditions, improving work efficiency; conversely, a flawed drive axle design can lead to insufficient power, low transmission efficiency, and accelerated wear of components, severely impacting the overall quality and reliability of the vehicle.

[0005] However, current wheel loader drive axles generally suffer from several problems. A wheel loader drive axle typically comprises multiple components such as the main reducer, differential, half-shafts, and wheel-side reducers, resulting in a complex overall structure. This complexity presents numerous challenges during manufacturing. First, the increased number of component processing steps adds to the production process and complexity, demanding higher precision and performance from processing equipment, thus increasing production costs. Second, the complex assembly process not only consumes significant time and manpower but is also prone to errors, affecting the overall quality of the drive axle. Furthermore, the complex structure significantly increases the difficulty of maintenance. Maintenance requires experienced technicians with specialized tools, demanding high skill levels and increasing labor costs. Simultaneously, the large number of components increases the potential for failure; once a drive axle malfunctions, the time and cost required for troubleshooting and repair significantly increase, impacting the normal operation of the wheel loader and causing economic losses for the user. Utility Model Content

[0006] This utility model provides a drive axle structure for a wheel loader, which can solve the problem that the existing wheel loader drive axle has many parts processing steps, which increases the production process and difficulty.

[0007] The objective of this utility model can be achieved through the following technical solutions:

[0008] A drive axle structure for a wheel loader includes a main reduction gearbox assembly, a left axle tube assembly, a right axle tube assembly, two wheel hubs, two axle tube interfaces, and an input shaft brake assembly. The left and right axle tube assemblies are respectively connected to both sides of the main reduction gearbox assembly by bolts. The axle tube interfaces are located at the ends of the left and right axle tube assemblies and are connected to the wheel hubs. The input shaft brake assembly is integrated into the input shaft of the main reduction gearbox assembly.

[0009] As a further embodiment of this utility model: the left bridge tube assembly and the right bridge tube assembly are respectively provided with two mounting seats for connecting leaf springs.

[0010] As a further embodiment of this utility model: the input shaft brake assembly is a travel-parking integrated brake, which is integrated into the input shaft end of the main gearbox assembly.

[0011] As a further embodiment of this utility model: a sealing structure is provided between the wheel hub and the bridge tube interface, the sealing structure including an oil seal retaining ring and an oil seal.

[0012] As a further embodiment of this utility model: the main gearbox assembly integrates a differential and a main reduction gear set.

[0013] As a further embodiment of this utility model: the mounting base has a U-shaped structure, and its inner wall is provided with reinforcing ribs.

[0014] As a further embodiment of this utility model: the oil seal retaining ring is made of metal, and the oil seal is made of fluororubber.

[0015] As a further embodiment of this invention: the bridge tube interface is connected to the wheel hub via a spline.

[0016] As a further embodiment of this utility model, the wall thickness of the left bridge tube assembly and the right bridge tube assembly is 10-15mm.

[0017] As a further embodiment of this utility model, the outer surface of the main gearbox assembly is coated with an anti-rust coating.

[0018] The beneficial effects of this utility model are:

[0019] (1) This utility model optimizes the assembly method, improves assembly efficiency, improves product quality, and ensures the service life of the tractor drive axle by installing an integrated driving and parking brake at the input shaft of the main gearbox assembly, setting bolt connections between the left and right axle tube assemblies and the main gearbox assembly, and realizing the drive function of the gearbox.

[0020] (2) The drive axle and leaf spring are connected by the mounting bracket, which facilitates the installation of the axle assembly and the vehicle. The drive axle wheel edge is sealed by oil seal ring and oil seal, which can effectively prevent dust, rust and prevent the risk of grease leakage. Attached Figure Description

[0021] The present invention will be further described below with reference to the accompanying drawings.

[0022] Figure 1 This is a schematic diagram of the drive axle structure of a wheel loader according to the present invention.

[0023] Explanation of reference numerals in the attached figures:

[0024] 1. Wheel hub; 2. Axle tube interface; 3. Mounting bracket; 4. Left axle tube assembly; 5. Main reduction gearbox assembly; 6. Right axle tube assembly; 7. Input shaft brake assembly. Detailed Implementation

[0025] 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.

[0026] In the description of this utility model, it should be understood that the terms "upper," "lower," "left," and "right," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, 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 a specific orientational structure and operation. Therefore, they should not be construed as limitations on this utility model. Furthermore, "first" and "second" are only for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "multiple" means two or more.

[0027] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0028] Please see Figure 1 As shown in the figure, the present invention provides a drive axle structure for a wheel loader, including a main reduction gearbox assembly 5, a left axle tube assembly 4, a right axle tube assembly 6, two wheel hubs 1, two axle tube interfaces 2, and an input shaft brake assembly 7; the left axle tube assembly 4 and the right axle tube assembly 6 are respectively connected to both sides of the main reduction gearbox assembly 5 by bolts, the axle tube interfaces 2 are disposed at the ends of the left axle tube assembly 4 and the right axle tube assembly 6, and are connected to the wheel hubs 1; the input shaft brake assembly 7 is integrated at the input shaft of the main reduction gearbox assembly 5.

[0029] The left bridge tube assembly 4 and the right bridge tube assembly 6 are respectively provided with two mounting seats 3 for connecting leaf springs.

[0030] It should be noted that mounting bracket 3 is used to connect leaf springs to enable the installation of the drive axle and the vehicle. The design of mounting bracket 3 facilitates quick connection between the axle assembly and leaf springs, improving the overall vehicle installation efficiency.

[0031] The input shaft brake assembly 7 is an integrated travel and parking brake, which is integrated into the input shaft end of the main gearbox assembly 5. The integrated travel and parking brake reduces the number of parts, lowers the failure rate, and simplifies the structure of the braking system.

[0032] A sealing structure is provided between the wheel hub 1 and the bridge tube interface 2. The sealing structure includes an oil seal retaining ring and an oil seal. The double sealing design of the oil seal retaining ring and the oil seal effectively prevents dust intrusion and grease leakage, thus extending the service life.

[0033] The main gearbox assembly 5 integrates a differential and a main reduction gear set. The integrated design of the main gearbox assembly 5 reduces the number of transmission components, lowers the overall weight, and reduces production costs.

[0034] The mounting base 3 has a U-shaped structure with reinforcing ribs on its inner wall. The U-shaped structure, together with the reinforcing ribs, enhances the bending strength of the mounting base and improves its load-bearing capacity.

[0035] The oil seal retaining ring is made of metal, and the oil seal is made of fluororubber. The metal retaining ring has strong wear resistance, and the fluororubber oil seal is resistant to high temperature and corrosion, ensuring reliable sealing.

[0036] The bridge tube interface 2 is connected to the wheel hub 1 via a spline connection. The spline connection improves torque transmission efficiency and reduces the risk of slippage.

[0037] The wall thickness of the left bridge tube assembly 4 and the right bridge tube assembly 6 is 10-15mm.

[0038] The outer surface of the main gearbox assembly 5 is coated with an anti-rust coating, which extends the service life of the main gearbox assembly and reduces maintenance costs.

[0039] The working principle of this utility model is as follows: The left and right axle tube assemblies are directly connected to the main reduction gearbox assembly 5 by bolts, replacing the traditional welding or complex flange structure, which significantly reduces the processing steps and assembly time; the axle tube interface 2 and the wheel hub 1 are connected by a spline, which improves the torque transmission efficiency and avoids the slippage problem that may occur with the traditional keyway connection; the input shaft brake assembly 7 integrates the service brake and parking brake functions into the input shaft end of the main reduction gearbox, reducing the number of independent braking components, lowering the failure rate, and simplifying the installation and maintenance process of the braking system; a metal oil seal retainer ring and a fluororubber oil seal are set between the wheel hub 1 and the axle tube interface 2. The former provides mechanical support and wear resistance, while the latter uses high temperature resistance and corrosion resistance to achieve dynamic sealing, effectively preventing external dust intrusion and internal grease leakage; the outer shell of the main reduction gearbox assembly 5 is coated with an anti-rust coating to extend the service life of key components under harsh working conditions.

[0040] The above description provides a detailed account of one embodiment of the present invention. However, this description is merely a preferred embodiment and should not be construed as limiting the scope of the present invention. All equivalent variations and improvements made within the scope of the present invention should still fall within the patent coverage of the present invention.

Claims

1. A drive axle structure for a wheel loader, characterized in that, It includes a main gearbox assembly (5), a left axle tube assembly (4), a right axle tube assembly (6), two wheel hubs (1), two axle tube interfaces (2), and an input shaft brake assembly (7); the left axle tube assembly (4) and the right axle tube assembly (6) are respectively connected to the two sides of the main gearbox assembly (5) by bolts, and the axle tube interfaces (2) are located at the ends of the left axle tube assembly (4) and the right axle tube assembly (6) and connected to the wheel hubs (1); the input shaft brake assembly (7) is integrated into the input shaft of the main gearbox assembly (5).

2. The drive axle structure for a wheel loader according to claim 1, characterized in that, The left bridge tube assembly (4) and the right bridge tube assembly (6) are respectively provided with two mounting seats (3) for connecting leaf springs.

3. The drive axle structure for a wheel loader according to claim 1, characterized in that, The input shaft brake assembly (7) is a travel-parking integrated brake, which is integrated into the input shaft end of the main gearbox assembly (5).

4. The drive axle structure for a wheel loader according to claim 1, characterized in that, A sealing structure is provided between the wheel hub (1) and the bridge tube interface (2), the sealing structure including an oil seal retaining ring and an oil seal.

5. The drive axle structure for a wheel loader according to claim 1, characterized in that, The main gearbox assembly (5) integrates a differential and a main reduction gear set.

6. The drive axle structure for a wheel loader according to claim 2, characterized in that, The mounting base (3) has a U-shaped structure and its inner wall is provided with reinforcing ribs.

7. The drive axle structure for a wheel loader according to claim 4, characterized in that, The oil seal retaining ring is made of metal, and the oil seal itself is made of fluororubber.

8. The drive axle structure for a wheel loader according to claim 1, characterized in that, The bridge tube interface (2) is connected to the wheel hub (1) via a spline.

9. The drive axle structure for a wheel loader according to claim 1, characterized in that, The wall thickness of the left bridge tube assembly (4) and the right bridge tube assembly (6) is 10-15 mm.

10. A drive axle structure for a wheel loader according to claim 1, characterized in that, The outer surface of the main gearbox assembly (5) is coated with an anti-rust coating.

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