A transmission structure with replaceable retarder

Abstract

The utility model provides a kind of transmission structure with replaceable retarder, belong to automobile transmission technical field, including the shell of transmission body and the output shaft A assembled in the inside of the shell;Shell outside is provided with the retarder body of being able to detach, and the output shaft B of retarder body is equipped with the retarder drive gear located in the inside of shell and being able to detach;Output shaft A is equipped with high gear cone hub and retarder gear shift tooth seat in sequence, and high gear cone hub is equipped with the transmission output gear of being able to detach by needle bearing, transmission output gear is engaged with retarder drive gear, and retarder gear shift tooth seat is slidably connected with retarder gear shift sliding sleeve on it.The utility model can be flexibly disassembled or replaced retarder without modifying transmission core component, reduce idling loss, gear speed ratio can also be adjusted to adapt to multiple working conditions, ensure braking reliable, reduce cost and improve maintenance efficiency and vehicle economy.

Description

Technical Field

[0001] This utility model relates to the field of automotive transmission technology, and in particular to a transmission structure with a replaceable retarder. Background Technology

[0002] With the widespread adoption of automotive auxiliary braking technology, the demand for retarders in commercial vehicles is increasing, especially in complex road conditions such as long distances on gentle slopes and short distances on steep slopes, requiring adaptation to different braking needs. In existing technology, patent announcement number CN204610769U describes a novel parallel connection structure for a retarder in a transmission. This structure effectively solves the problem of limited installation space in the rear auxiliary storage box by fixing the retarder to the left side of the rear auxiliary storage box and arranging the range shifting cylinder at the upper right end. It facilitates the arrangement of the power take-off and shifting cylinders without affecting gear shifting, thus meeting the integration requirements of the retarder and transmission to a certain extent.

[0003] However, in actual use, the existing structure still has the following technical defects: the retarder and transmission are rigidly integrated, the drive gear is welded to the high-grade cone hub assembly, and the driven gear is fixed to the retarder output shaft, neither of which can be disassembled; if the user does not need the retarder or needs to change the model, the entire transmission body must be replaced, making it impossible to selectively install the retarder. Furthermore, the gear ratio is fixed as a speed-increasing ratio, making it impossible to adapt to different braking torque requirements under different operating conditions by adjusting the number of gear teeth, resulting in insufficient flexibility.

[0004] Furthermore, the existing structure lacks a design to control idling losses: when the retarder is not working, its associated gear still rotates synchronously with the transmission's output shaft, resulting in unnecessary energy loss and affecting the vehicle's fuel economy. It is evident that the existing structure is ill-suited to the diverse usage requirements of commercial vehicles, and the industry urgently needs a transmission structure that allows for optional retarder installation, adaptation to different speed ratios and torques, and reduced idling losses. Utility Model Content

[0005] The purpose of this invention is to overcome the shortcomings of existing mechanisms, such as poor adaptability and flexibility, and poor fuel economy, and to provide a transmission structure with a replaceable retarder.

[0006] This utility model is achieved through the following technical solution: a transmission structure with a replaceable retarder, comprising a housing of the transmission body and an output shaft A assembled inside the housing; a detachable retarder body is provided on the outside of the housing, and a retarder drive gear located inside the housing and detachable is provided on the output shaft B of the retarder body; a high-gear cone hub and a retarder gear seat are sequentially provided on the output shaft A, and a detachable transmission output gear is provided on the high-gear cone hub through a needle roller bearing, the transmission output gear meshing with the retarder drive gear, and a retarder gear seat slidably connected to the retarder gear seat.

[0007] This structure not only enables flexible integration of the retarder and the transmission, avoiding the problem of needing to replace the entire transmission due to traditional rigid connections, thus significantly reducing the cost of retarder replacement; it also enables relative rotation between the transmission output gear and output shaft A through needle roller bearings, providing a structural basis for subsequent control of retarder idling losses, while not affecting the original power transmission and gear shifting functions of the transmission.

[0008] A further improvement of this utility model is that the retarder drive gear is detachably connected to the output shaft B via a spline connection.

[0009] A further improvement of this utility model is that the needle roller bearing is disposed between the high-gear cone hub and the transmission output gear, and the transmission output gear can form a detachable rotatable connection with the high-gear cone hub through the needle roller bearing.

[0010] A further improvement of this utility model is that the needle roller bearing is a single-row needle roller bearing or a full complement needle roller bearing, and the inner ring of the needle roller bearing is interference-fitted with the high-gear tapered hub, and the outer ring of the needle roller bearing is interference-fitted with the output gear of the transmission.

[0011] A further improvement of this utility model is that the housing is provided with a retarder installation window, and the housing is detachably connected to the retarder body through the retarder installation window and bolts; or when the retarder body is removed, an installation cover plate is detachably installed at the retarder installation window through bolts.

[0012] A further improvement of this utility model is that, after the retarder body is removed, a spacer is provided on the output shaft A to replace the retarder gear seat, and the outer dimensions of the spacer are adapted to the retarder gear seat.

[0013] A further improvement of this utility model is that when the retarder body is not working, the retarder shift sleeve is separated from the transmission output gear, and both the transmission output gear and the retarder drive gear are in a state of no rotation.

[0014] A further improvement of this utility model is that the retarder body is a hydraulic retarder, and the cooling interface of the retarder body is detachably connected to the pipeline of the engine cooling system.

[0015] A further improvement of this utility model is that multiple retarder drive gears and multiple transmission output gears are configured, and the number of teeth of the multiple retarder drive gears and multiple transmission output gears are different.

[0016] A further improvement of this invention is that both the retarder drive gear and the transmission output gear are helical gears.

[0017] As can be seen from the above technical solutions, the beneficial effects of this utility model are: 1. This structure allows for the detachable installation of the retarder, independent replacement of the associated gears, and interchangeability of the gear seat and spacer, as well as the mounting window and cover. Without modifying core components such as the housing and output shaft, the retarder can be disassembled or replaced, significantly reducing modification costs, simplifying the disassembly and assembly process, and improving maintenance efficiency.

[0018] 2. This structure achieves relative rotation between the output gear and the output shaft through needle roller bearings. Combined with the gear shift sleeve separation design, the gear remains stationary when the retarder is not working, avoiding idling losses. The smooth braking of the hydraulic retarder, combined with the efficient heat dissipation of the engine cooling system, can also reduce braking shock, prevent the retarder from overheating, and extend the service life of components.

[0019] 3. This structure can adjust the braking ratio to match torque requirements by changing gears with different numbers of teeth for different slope conditions; helical gears improve load-bearing capacity and stability, reduce abnormal noise and wear, and needle roller bearings can be optionally configured to adapt to different loads, ensuring stable transmission of braking torque under various working conditions, avoiding insufficient braking or energy waste, and improving driving safety and applicability. Attached Figure Description

[0020] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 This is a structural schematic diagram of a specific embodiment of the present utility model.

[0022] Figure 2 This is a structural schematic diagram of a specific embodiment two of this utility model.

[0023] In the diagram: 1. Housing; 101. Retarder mounting window; 2. Output shaft A; 3. Retarder body; 301. Output shaft B; 302. Mounting cover plate; 4. Retarder drive gear; 5. High-gear cone hub; 6. Needle roller bearing; 7. Transmission output gear; 8. Retarder shift sleeve; 9. Retarder shift gear seat; 901. Spacer. Detailed Implementation

[0024] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0025] Now refer to Figure 1 The following is a description of a specific embodiment: The replaceable retarder transmission structure of this utility model includes a housing 1 of the transmission body and an output shaft A2 assembled inside the housing 1; a detachable retarder body 3 is provided on the outside of the housing 1, and a detachable retarder drive gear 4 located inside the housing 1 is provided on the output shaft B301 of the retarder body 3; a high-gear cone hub 5 and a retarder gear seat 9 are sequentially provided on the output shaft A2, and a detachable transmission output gear 7 is provided on the high-gear cone hub 5 through a needle roller bearing 6. The transmission output gear 7 meshes with the retarder drive gear 4, and a retarder gear seat 9 is slidably connected to the retarder gear sleeve 8.

[0026] The transmission housing 1 provides a mounting base for internal components, and the output shaft A2 plays a core role in power transmission. The retarder body 3 is detachably mounted on the outside of the housing 1. Its output shaft B301 drives the retarder drive gear 4, which extends into the housing 1, to rotate. The retarder drive gear 4 meshes with the transmission output gear 7 on the output shaft A2. The transmission output gear 7 is mounted on the high-gear cone hub 5 via a needle roller bearing 6 and can rotate freely relative to the high-gear cone hub 5. The retarder engagement sleeve 8 can slide axially along the retarder engagement gear seat 9. When the retarder needs to be activated, the engagement sleeve slides to mesh with the transmission output gear 7. The power from the output shaft A2 is transmitted to the transmission output gear 7 via the engagement sleeve, which then drives the retarder drive gear 4 and the retarder body 3 to rotate, generating braking torque. When the retarder needs to be replaced, the retarder body 3 can be directly removed without modifying the transmission body structure.

[0027] This structure not only enables flexible integration of the retarder and the transmission, avoiding the problem of needing to replace the entire transmission due to traditional rigid connections, thus significantly reducing the cost of retarder replacement; it also enables relative rotation between the transmission output gear 7 and the output shaft A2 through the needle roller bearing 6, providing a structural basis for subsequent control of retarder idling loss, while not affecting the original power transmission and gear shifting functions of the transmission.

[0028] Specifically, refer to Figure 1 The retarder drive gear 4 is detachably connected to the output shaft B301 via a spline connection.

[0029] The retarder drive gear 4 is sleeved on the output shaft B301 of the retarder body 3 via a spline connection. The spline structure can achieve circumferential fixation between the drive gear and the output shaft B to transmit torque, while axial separation is also possible. When different braking speed ratios need to be adapted, there is no need to disassemble the retarder body 3. Disassembly can be completed simply by pulling out the retarder drive gear 4 axially. After replacing the drive gear with a different number of teeth, it can be reassembled via the spline connection.

[0030] The removability of this structure through spline connection allows the replacement of the retarder drive gear 4 without disassembling the retarder body, simplifying the disassembly and assembly process and improving maintenance efficiency; at the same time, different drive gears can be flexibly replaced, providing a basis for adjusting the retarder braking torque and adapting to different operating conditions of the vehicle.

[0031] Specifically, refer to Figure 1 The needle roller bearing 6 is disposed between the high-gear cone hub 5 and the transmission output gear 7, and the transmission output gear 7 can form a detachable rotatable connection with the high-gear cone hub 5 through the needle roller bearing 6.

[0032] The needle roller bearing 6 is coaxially mounted between the high-gear cone hub 5 and the transmission output gear 7, forming a rotational support for both. On the one hand, the needle roller bearing 6 allows the transmission output gear 7 to rotate freely relative to the high-gear cone hub 5, i.e., the output shaft A2, preventing the output gear from rotating synchronously with the output shaft A. On the other hand, the needle roller bearing 6 adopts a detachable design, so when the transmission output gear 7 needs to be replaced, only the needle roller bearing needs to be removed to separate the output gear from the high-gear cone hub.

[0033] This structure enables relative rotation between the transmission output gear 7 and the output shaft A2 via the needle roller bearing 6, providing key structural support for cutting off the power transmission of the output gear and reducing idling losses when the retarder is not working; at the same time, the detachable design allows the replacement of the output gear without disassembling the high-gear cone hub, simplifying maintenance operations and reducing component replacement costs.

[0034] Specifically, refer to Figure 1The needle roller bearing 6 is a single-row needle roller bearing or a full complement needle roller bearing, and the inner ring of the needle roller bearing 6 is interference-fitted with the high-gear tapered hub 5, and the outer ring of the needle roller bearing 6 is interference-fitted with the output gear 7 of the transmission.

[0035] Based on the vehicle's braking load requirements, single-row needle roller bearings or full complement needle roller bearings are selected and assembled between the high-gear cone hub 5 and the transmission output gear 7. Single-row needle roller bearings are suitable for medium and low load scenarios, while full complement needle roller bearings are suitable for high load scenarios. Furthermore, the inner ring of the needle roller bearing 6 is interference-fitted with the high-gear cone hub 5, and the outer ring is interference-fitted with the transmission output gear 7, ensuring the stability of the connection between the bearing and both, and preventing loosening or displacement during transmission.

[0036] The availability of different types of needle roller bearings 6 allows this structure to adapt to different braking load conditions, improving the overall adaptability of the transmission; the interference fit design effectively prevents relative sliding between the needle roller bearings 6 and the components, avoids transmission noise and wear, ensures the stability of power transmission during braking, and extends the service life of the needle roller bearings and related components.

[0037] Specifically, when the retarder body 3 is not working, the retarder shift sleeve 8 is separated from the transmission output gear 7, and both the transmission output gear 7 and the retarder drive gear 4 are in a state of no rotation.

[0038] When the retarder body 3 is not working, the retarder engagement sleeve 8 remains in the initial position separated from the transmission output gear 7. At this time, the power of the output shaft A2 cannot be transmitted to the transmission output gear 7 through the engagement sleeve. The transmission output gear 7 is stationary due to the lack of power input, and the retarder drive gear 4 meshing with it is also stationary. The retarder body 3 has no idle motion.

[0039] This structure, by separating the shift sleeve from the output gear, cuts off the power transmission path when the retarder is not working, preventing the retarder drive gear 4 and the transmission output gear 7 from spinning freely with the output shaft A2, significantly reducing energy loss caused by idling and improving the vehicle's fuel economy; at the same time, it reduces gear wear due to idling and extends gear life.

[0040] Specifically, the retarder body 3 is a hydraulic retarder, and the cooling interface of the retarder body 3 is detachably connected to the pipeline of the engine cooling system.

[0041] The retarder body 3 adopts a hydraulic retarder, which generates braking torque by stirring the oil with a rotor during operation. The heat generated during braking is transferred to the engine cooling system through the retarder's cooling interface. The cooling interface and the engine cooling system pipeline are detachably connected. When replacing the retarder, only the pipeline interface needs to be disconnected to separate the retarder from the cooling system without modifying the overall structure of the cooling system.

[0042] Compared to other types of retarders, hydraulic retarders offer a smoother braking process with less impact, improving overall vehicle braking comfort. The detachable design of the cooling interface simplifies the pipe installation and removal process when replacing the retarder, while the engine cooling system enables efficient heat dissipation, preventing the retarder from failing due to overheating and ensuring braking reliability.

[0043] Specifically, multiple retarder drive gears 4 and multiple transmission output gears 7 are provided, and the number of teeth of the multiple retarder drive gears 4 and the multiple transmission output gears 7 are different.

[0044] The retarder drive gear 4 and the transmission output gear 7 are each configured with multiple specifications of different numbers of teeth. When the vehicle faces different slope conditions such as small slope and long distance or large slope and short distance, the meshing transmission ratio of the two can be adjusted by changing the combination of drive gear and output gear with different numbers of teeth. For example, when a large slope condition requires a larger braking torque, the gear combination with a suitable tooth ratio is replaced to increase the braking torque output by the retarder; when a small slope condition is met, a suitable small torque tooth combination is selected.

[0045] This structure allows for flexible adjustment of the retarder's braking torque by changing combinations of gears with different numbers of teeth, without needing to replace the retarder body 3 or the core components of the transmission. This precisely adapts to the diverse operating conditions of the vehicle, avoiding insufficient braking or energy waste caused by mismatched operating conditions, and improving the overall vehicle adaptability.

[0046] Specifically, both the retarder drive gear 4 and the transmission output gear 7 are helical gears. When they mesh, the tooth surfaces are in line contact and the contact area is larger than that of spur gears. During transmission, the tooth surfaces are subjected to more uniform force, and the helix angle of the helical teeth can offset part of the meshing impact force, reducing vibration and noise during transmission.

[0047] The line contact characteristics of helical gears improve the load-bearing capacity of gear meshing, reduce the wear rate of tooth surfaces, and extend the service life of gears; at the same time, they reduce transmission vibration and noise, improve the overall driving comfort of the vehicle, and have higher meshing stability, avoiding braking torque fluctuations caused by gear meshing problems and ensuring the reliability of the retarder braking effect.

[0048] Based on Example 1, referring to Figure 2 The specific embodiment 2 is described as follows: The housing 1 is provided with a retarder installation window 101, and the housing 1 is detachably connected to the retarder body 3 through the retarder installation window 101 and bolts; or when the retarder body 3 is removed, an installation cover plate 302 is detachably installed at the retarder installation window 101 through bolts.

[0049] The retarder mounting window 101 on the transmission housing 1 provides a channel for the installation of the retarder body 3. When the retarder needs to be installed, the retarder body 3 is directly connected to the mounting window of the housing 1 by bolts to ensure that the retarder is fixed in position. When the vehicle does not need to be equipped with a retarder, after removing the retarder body 3, the mounting cover 302 is bolted to the retarder mounting window 101 to seal the window and prevent the internal components of the housing from being exposed or impurities from entering.

[0050] This structure, through its "installation window" design, enables the optional installation of a retarder without requiring destructive modifications such as cutting or welding to the transmission housing, significantly reducing the modification cost for transmissions that do not require a retarder. The installation cover 302 protects the internal components of the housing 1, preventing impurities from entering and affecting transmission accuracy, while maintaining the integrity of the transmission's appearance.

[0051] Specifically, refer to Figure 2 When the retarder body 3 is removed, a spacer 901 is provided on the output shaft A2 to replace the retarder gear seat 9, and the outer dimensions of the spacer 901 are adapted to the retarder gear seat 9.

[0052] After the retarder body 3 is removed, the retarder gear seat 9 is removed from the output shaft A2 and replaced with a spacer 901. Since the dimensions of the spacer 901 are perfectly matched with the retarder gear seat 9, it can fill the space after the gear seat is removed, ensuring the axial position accuracy of other components on the output shaft A2, such as the high-gear cone hub 5, without interfering with the original power transmission path of the transmission.

[0053] This structure, through the interchangeable design of spacer 901 and retarder gear seat 9, enables the output shaft A2 to be structurally compatible in both "with retarder" and "without retarder" operating conditions, without the need to replace the output shaft A2 body, thus significantly reducing the transmission modification cost in the "without retarder" operating condition; at the same time, the dimensional adaptability of the spacer ensures the assembly accuracy of the components on the output shaft, avoids transmission offset caused by missing components, and does not affect the original power transmission stability of the transmission.

[0054] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A transmission structure with a replaceable retarder, comprising a housing (1) of the transmission body and an output shaft A (2) assembled inside the housing (1), characterized in that, A detachable retarder body (3) is provided on the outside of the housing (1). A retarder drive gear (4) located inside the housing (1) and detachable is provided on the output shaft B (301) of the retarder body (3). A high-gear cone hub (5) and a retarder gear seat (9) are provided in sequence on the output shaft A (2). A detachable transmission output gear (7) is provided on the high-gear cone hub (5) through a needle roller bearing (6). The transmission output gear (7) meshes with the retarder drive gear (4), and a retarder gear seat (9) is slidably connected to the retarder gear sleeve (8).

2. The transmission structure with a replaceable retarder according to claim 1, characterized in that, The retarder drive gear (4) is detachably connected to the output shaft B (301) via a spline connection.

3. The transmission structure with a replaceable retarder according to claim 1, characterized in that, The needle roller bearing (6) is disposed between the high-gear cone hub (5) and the transmission output gear (7), and the transmission output gear (7) can form a detachable rotatable connection with the high-gear cone hub (5) through the needle roller bearing (6).

4. The transmission structure of claim 3, wherein The needle roller bearing (6) is a single-row needle roller bearing or a full complement needle roller bearing, and the inner ring of the needle roller bearing (6) is interference-fitted with the high-gear tapered hub (5), and the outer ring of the needle roller bearing (6) is interference-fitted with the output gear (7) of the transmission.

5. The transmission structure of claim 1, wherein The housing (1) is provided with a retarder installation window (101), and the housing (1) is detachably connected to the retarder body (3) through the retarder installation window (101) and bolts; or when the retarder body (3) is removed, an installation cover plate (302) is detachably installed at the retarder installation window (101) through bolts.

6. A variable transmission structure with a replaceable retarder according to claim 5, characterized in that, After the retarder body (3) is removed, a spacer (901) is provided on the output shaft A (2) to replace the retarder gear seat (9), and the outer dimensions of the spacer (901) are compatible with the retarder gear seat (9).

7. The transmission structure of claim 1, wherein When the retarder body (3) is not working, the retarder shift sleeve (8) and the transmission output gear (7) remain separated, and both the transmission output gear (7) and the retarder drive gear (4) are in a state of no rotation speed.

8. The transmission structure of claim 1, wherein The retarder body (3) is a hydraulic retarder, and the cooling interface of the retarder body (3) is detachably connected to the pipeline of the engine cooling system.

9. The transmission structure of claim 1, wherein The retarder drive gear (4) and the transmission output gear (7) are each configured with multiple gears, and the number of teeth of the multiple retarder drive gears (4) and the multiple transmission output gears (7) are different.

10. The transmission structure of claim 1, wherein Both the retarder drive gear (4) and the transmission output gear (7) are helical gears.

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