Hydraulically controlled separation mechanism

Abstract

Hydraulic control separation mechanism relates to transmission structure technical field, including the oil cylinder connected on rear axle housing, the drive rod is arranged in the oil cylinder and reciprocates horizontally, the piston section is arranged on the drive rod, the oil cylinder is equipped with the oil storage cavity covering the piston section, the oil storage cavity is divided into the joint oil cavity and the separation oil cavity through the both ends of the piston section, the yoke is fixed on the drive rod, the separation signal sensor and the joint signal sensor are arranged on the oil cylinder and parallel along the sliding direction of the drive rod, and the detection end of the separation signal sensor and the joint signal sensor is alternately in contact with the fixed end of the yoke.The utility model solves the problem that multiple connecting rods need to be connected to the cab in traditional technology, which makes the whole machine space arrangement nervous, there are more operating rods in the cab, there is the risk of operation omission and operation failure leading to vehicle damage, there is no clear separation and joint signal, manual operation control, high operation intensity, the driver determines whether to separate or joint successfully according to experience, and the problem of easy judgment error.

Description

Technical Field

[0001] This utility model relates to the field of transmission structure technology, specifically to a hydraulic-electric control separation mechanism. Background Technology

[0002] The rear drive axle of the harvester relies on a hydraulic motor connected to the central input shaft for power input. During high-speed travel during field transfers, to prevent the motor from burning out due to excessive speed, it is necessary to disconnect the motor from the rear axle drive. The traditional solution is to manually operate a control lever to disconnect and engage the motor and the rear axle drive.

[0003] The shortcomings of existing technology have gradually become apparent with use, mainly in the following aspects:

[0004] First, the existing method requires setting up multiple linkages to connect to the cab, which makes the overall space layout of the machine tight; there are many control levers inside the cab, which poses a risk of damage to the vehicle due to missed operations or operational errors.

[0005] Secondly, without clear separation and engagement signals, manual operation and control are required, resulting in high work intensity. Drivers rely on experience to determine whether separation or engagement has been successful, which can easily lead to misjudgments.

[0006] In conclusion, the existing technology obviously has inconveniences and defects in practical use, so it is necessary to improve it. Utility Model Content

[0007] To address the shortcomings of existing technologies, this utility model provides a hydraulic and electronically controlled separation mechanism to solve the problems of traditional technologies, which require multiple linkages to connect to the cab, resulting in a tight overall machine space layout; the cab has many control levers, posing a risk of operational omissions or errors that could damage the vehicle; and there are no clear separation and engagement signals, requiring manual operation and control, which is labor-intensive and relies on the driver's experience to determine whether separation or engagement has been successful, making it prone to misjudgment.

[0008] To achieve the above objectives, this utility model provides the following technical solution:

[0009] The hydraulically controlled electro-hydraulic release mechanism includes a cylinder connected to the rear axle housing. A drive rod is horizontally reciprocating inside the cylinder, and a piston section is provided on the drive rod. An oil reservoir covering the piston section is provided inside the cylinder, and the oil reservoir is divided into an engagement oil chamber and a separation oil chamber through the two ends of the piston section.

[0010] A shift fork is fixed on the drive rod, and a separation signal sensor and an engagement signal sensor are arranged side by side on the cylinder along the sliding direction of the drive rod. The detection ends of the separation signal sensor and the engagement signal sensor alternately abut against the fixed end of the shift fork.

[0011] As an optimized solution, the cylinder is provided with a circumferential limiting structure connected to the drive rod.

[0012] As an optimized solution, end caps are fixedly connected to both ends of the hydraulic cylinder.

[0013] As an optimized solution, the circumferential limiting structure includes an eccentrically horizontally inserted guide pin on the inner wall of one of the end caps, and a guide groove matching the guide pin is provided on the piston section.

[0014] As an optimized solution, the rear axle housing is provided with a drive shaft and a driven shaft that are rotatably connected in parallel.

[0015] As an optimized solution, a first gear is fixedly connected to the drive shaft, and a second gear that engages with the first gear is rotatably provided on the driven shaft.

[0016] As an optimized solution, a third gear coaxially arranged with the second gear is fixedly connected to the driven shaft, a first engagement spline is coaxially fixedly connected to the end face of the third gear, and a second engagement spline is coaxially fixedly connected to the end face of the second gear.

[0017] As an optimized solution, a coupling sleeve for engaging or disengaging is provided coaxially between the first and second engagement splines.

[0018] As an optimized solution, the drive end of the shift fork extends into the rear axle housing and is connected to the engagement sleeve.

[0019] As an optimized solution, the oil cylinder is provided with a first oil port that connects to the engagement oil chamber and a second oil port that connects to the separation oil chamber.

[0020] As an optimized solution, a motor connected to the drive shaft is fixedly connected to the outer wall of the rear axle housing.

[0021] Compared with the prior art, the beneficial effects of this utility model are:

[0022] According to the operational requirements, the piston section reciprocates by alternately opening and closing the engagement oil chamber and the separation oil chamber through the first oil port and the second oil port. The drive rod drives the shift fork to control the engagement sleeve to control the separation or engagement of the first engagement spline and the second engagement spline, thereby realizing the automatic separation and engagement function of the motor.

[0023] The guide pin, due to its eccentric design, can prevent the piston section from rotating circumferentially and prevent the piston section from rotating during operation, thus preventing interference between the fork and the engagement sleeve.

[0024] The end faces of the left and right end caps serve as limiters, allowing the drive rod to stop moving under continuous hydraulic pressure by relying on the end face limiters, thus preventing the engagement sleeve from impacting and squeezing the gear, and the shift fork from squeezing the engagement sleeve, which would cause severe wear on the engagement surfaces.

[0025] The structure eliminates multiple connecting rods, saving space in the overall layout and making the overall layout simple, elegant and beautiful.

[0026] Compared to mechanical reversing, hydraulic reversing offers more stable operation and less impact. By strategically placing separation and engagement signal sensors at the positions of the shift forks, signals are received and transmitted, reducing the likelihood of human error, lessening the workload for operators, and improving operational efficiency and accuracy. Attached Figure Description

[0027] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0028] Figure 1 This is a schematic diagram of the structure of this utility model.

[0029] In the diagram: 1-Rear axle housing; 2-Hydraulic cylinder; 3-Drive rod; 4-Piston section; 5-Engine oil chamber; 6-Separation oil chamber; 7-Guide pin; 8-First oil port; 9-Second oil port; 10-Separation signal sensor; 11-Engine signal sensor; 12-Shift fork; 13-Engine sleeve; 14-Drive shaft; 15-Driven shaft; 16-First gear; 17-Second gear; 18-Third gear; 19-First engagement spline; 20-Second engagement spline; 21-End cover. Detailed Implementation

[0030] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0031] like Figure 1 As shown, the hydraulic-electrically controlled separation mechanism includes a cylinder 2 connected to the rear axle housing 1. A drive rod 3 is horizontally reciprocating inside the cylinder 2, and a piston section 4 is provided on the drive rod 3. An oil storage chamber covering the piston section 4 is provided inside the cylinder 2. The oil storage chamber is divided into an engagement oil chamber 5 and a separation oil chamber 6 through the two ends of the piston section 4.

[0032] A shift fork 12 is fixed on the drive rod 3. A separation signal sensor 10 and an engagement signal sensor 11 are arranged side by side on the cylinder 2 along the sliding direction of the drive rod 3. The detection ends of the separation signal sensor 10 and the engagement signal sensor 11 alternately abut against the fixed end of the shift fork 12. The separation signal sensor 10 and the engagement signal sensor 11 can be connected to the signal lights in the cab.

[0033] The cylinder 2 is equipped with a circumferential limiting structure that is connected to the drive rod 3.

[0034] End caps 21 are fixedly connected to both ends of the hydraulic cylinder 2.

[0035] The circumferential limiting structure includes an eccentrically horizontally inserted guide pin 7 on the inner wall of one of the end caps 21, and a guide groove matching the guide pin 7 is provided on the piston section 4.

[0036] The rear axle housing 1 has a drive shaft 14 and a driven shaft 15 that are rotatably connected in parallel.

[0037] A first gear 16 is fixedly connected to the drive shaft 14, and a second gear 17 that engages with the first gear 16 is rotatably provided on the driven shaft 15.

[0038] A third gear 18, coaxially arranged with the second gear 17, is fixedly connected to the driven shaft 15. A first engagement spline 19 is coaxially fixed to the end face of the third gear 18, and a second engagement spline 20 is coaxially fixed to the end face of the second gear 17.

[0039] A coupling sleeve 13 for engaging or disengaging is provided coaxially between the first engaging spline 19 and the second engaging spline 20.

[0040] The drive end of the shift fork 12 extends into the rear axle housing 1 and is connected to the engagement sleeve 13.

[0041] The oil cylinder 2 has a first oil port 8 that connects to the connecting oil chamber 5 and a second oil port 9 that connects to the separating oil chamber 6.

[0042] A motor connected to the drive shaft 14 is fixedly connected to the outer wall of the rear axle housing 1.

[0043] The working principle of this device is as follows:

[0044] According to the operational requirements, the piston section 4 reciprocates by alternately opening and closing the oil chamber 5 and the separation oil chamber 6 through the first oil port 8 and the second oil port 9. The drive rod 3 drives the shift fork 12 to control the engagement sleeve 13 to control the separation or engagement of the first engagement spline 19 and the second engagement spline 20, thereby realizing the automatic separation and engagement function of the motor.

[0045] The guide pin 7, due to its eccentric setting, can prevent the piston section 4 from rotating circumferentially and prevent the piston section 4 from rotating during operation, which would cause interference between the fork 12 and the engagement sleeve 13.

[0046] The end faces of the left and right end caps 21 serve as limiters, allowing the drive rod 3 to stop moving under continuous oil pressure by relying on the end face limiters, thus preventing the engaging sleeve 13 from impacting and squeezing the gear, and the shift fork 12 from squeezing the engaging sleeve 13, which would cause severe wear on the engaging surfaces.

[0047] The structure eliminates multiple connecting rods, saving space in the overall layout and making the overall layout simple, elegant and beautiful.

[0048] Compared to mechanical reversing, hydraulic reversing offers more stable operation and less impact. By positioning the shift fork 12, a separation signal sensor 10 and an engagement signal sensor 11 are installed to receive and transmit signals, reducing the occurrence of human error, alleviating the labor intensity of operators, and improving work efficiency and accuracy.

[0049] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model.

Claims

1. A hydraulically and electrically controlled separation mechanism, characterized in that: Includes a hydraulic cylinder (2) connected to the rear axle housing (1), a drive rod (3) is provided in the hydraulic cylinder (2) for horizontal reciprocating sliding, a piston section (4) is provided on the drive rod (3), and an oil storage chamber is provided in the hydraulic cylinder (2) covering the piston section (4). The oil storage chamber is divided into a joining oil chamber (5) and a separating oil chamber (6) through the two ends of the piston section (4). A fork (12) is fixed on the drive rod (3). A separation signal sensor (10) and an engagement signal sensor (11) are arranged side by side on the cylinder (2) along the sliding direction of the drive rod (3). The detection ends of the separation signal sensor (10) and the engagement signal sensor (11) alternately abut against the fixed end of the fork (12).

2. The hydraulic-electric separation mechanism according to claim 1, characterized in that: The cylinder (2) is equipped with a circumferential limiting structure that is connected to the drive rod (3).

3. The hydraulic-electric separation mechanism according to claim 2, characterized in that: The two ends of the oil cylinder (2) are respectively fixedly connected to end caps (21).

4. The hydraulic-electric separation mechanism according to claim 3, characterized in that: The circumferential limiting structure includes an eccentrically horizontally inserted guide pin (7) on the inner wall of one of the end caps (21), and a guide groove matching the guide pin (7) is provided on the piston section (4).

5. The hydraulic-electric separation mechanism according to claim 1, characterized in that: The rear axle housing (1) is provided with a drive shaft (14) and a driven shaft (15) that are rotatably connected in parallel.

6. The hydraulic-electric separation mechanism according to claim 5, characterized in that: A first gear (16) is fixedly connected to the drive shaft (14), and a second gear (17) that engages with the first gear (16) is rotatably provided on the driven shaft (15).

7. The hydraulic-electric separation mechanism according to claim 6, characterized in that: A third gear (18) coaxially disposed with the second gear (17) is fixedly connected to the driven shaft (15). A first engagement spline (19) is coaxially fixedly connected to the end face of the third gear (18), and a second engagement spline (20) is coaxially fixedly connected to the end face of the second gear (17).

8. The hydraulic-electric separation mechanism according to claim 7, characterized in that: A coupling sleeve (13) for engaging or disengaging is provided coaxially between the first engaging spline (19) and the second engaging spline (20).

9. The hydraulic-electric separation mechanism according to claim 8, characterized in that: The drive end of the shift fork (12) extends into the rear axle housing (1) and is connected to the engagement sleeve (13).

10. The hydraulic-electric separation mechanism according to claim 1, characterized in that: The oil cylinder (2) is provided with a first oil port (8) that connects to the connecting oil chamber (5) and a second oil port (9) that connects to the separating oil chamber (6).

Images