An automobile axle housing sleeve welding device

Abstract

The utility model discloses a kind of automobile axle housing sleeve pipe welding devices, belong to the technical field of automobile accessory assembly processing, including rack and clamping rotating mechanism, the both ends of the rack are respectively installed with clamping rotating mechanism, the clamping rotating mechanism includes box, motor and positioning shaft, through-hole is set up on the inner end wall of box, motor is installed in the inside of box, the outer end of positioning shaft passes through the through-hole of box and the motor shaft is fixedly connected through shaft coupling, the inner end of positioning shaft is conical structure, can be inserted into the center through-hole of sleeve pipe by taper surface cooperation. Compared with prior art, it has the characteristics of improving equipment operation stability.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts assembly and processing technology, and in particular to a welding device for automotive axle housing sleeves. Background Technology

[0002] As a key component of the vehicle chassis running system, the axle housing not only bears the weight of the vehicle itself and the cargo it carries, but also transmits the driving force and braking force from the engine, as well as various lateral forces and impacts generated during vehicle operation. When the vehicle is in motion, the axle housing must withstand the bending moment and torque formed by the huge dynamic and static loads, which requires the axle housing to have sufficient strength, rigidity, and toughness.

[0003] As a core load-bearing component of the automotive drive axle housing, the strength, coaxiality, and sealing of the weld joint between the axle housing and the main body directly determine the axle housing's load-bearing capacity, transmission efficiency, and service life, thus having a critical impact on the overall vehicle's driving safety and reliability. In current mainstream automotive axle housing sleeve welding processes, existing equipment generally employs a motor-driven rotary positioning structure to achieve the welding operation: the motor drives the axle housing and sleeve to rotate synchronously, ensuring continuous welding of the circumferential weld.

[0004] However, this type of device has significant technical shortcomings when dealing with various specifications of axle housings and bushings (especially large-size, heavy-duty axle housing assemblies for heavy commercial vehicles): To meet the driving requirements of heavy loads, dual motors are required to drive the bushings at both ends of the axle housing to rotate synchronously. However, due to factors such as fluctuations in motor output power, transmission mechanism clearance, and load imbalance, the two motors are prone to speed differences. When the two motors are not synchronized, it will cause relative torsional displacement and radial misalignment of the bushings at both ends of the axle housing. This will not only cause excessive friction damage to the inner wall and end face of the bushings, but also damage the coaxiality accuracy of the welded joints, leading to defects such as poor weld formation and stress concentration. In severe cases, it may even lead to the scrapping of the welded axle housing assembly. Summary of the Invention

[0005] The purpose of this utility model is to address the shortcomings of the existing technology by providing an automotive axle housing sleeve welding device, thereby improving the operational stability of the equipment.

[0006] This utility model provides an automotive axle housing sleeve welding device, including a frame and a clamping and rotating mechanism. The clamping and rotating mechanism is installed at both ends of the frame. The clamping and rotating mechanism includes a housing, a motor, and a positioning shaft. A through hole is opened on the inner end wall of the housing. The motor is installed inside the housing. The outer end of the positioning shaft passes through the through hole of the housing and is fixedly connected to the motor shaft of the motor through a coupling. The inner end of the positioning shaft has a conical structure, which can be inserted into the central through hole of the sleeve through the conical surface. The automatic centering and clamping positioning of the sleeve is completed by radial tension force.

[0007] Furthermore, one of the clamping and rotating mechanisms is slidably engaged with the frame via a lateral spacing adjustment mechanism.

[0008] Furthermore, the lateral spacing adjustment mechanism includes a first lead screw and a first lead screw nut. The lower end of the clamping and rotating mechanism housing on the movable side is fixed to the slide plate via a connecting frame. The bottom surface of the slide plate is machined with a slide track that matches the lateral slide rail of the frame, forming a sliding guide fit. The first lead screw is rotatably connected to the frame via a bearing seat, and its threaded section and the first lead screw nut form a helical transmission pair. A connecting plate is welded and fixed to the lower end of the connecting frame. The connecting plate is rigidly connected to the first lead screw nut, and a handwheel is fixedly installed on the exposed end of the first lead screw.

[0009] Furthermore, the positioning shaft is connected to the motor via a clutch assembly. The clutch mechanism includes a driving pawl, a driven pawl, a splined shaft, and a spring. Asymmetrical wedge-shaped teeth are evenly distributed on the opposite end faces of the driving and driven pawls, with one side of the teeth serving as a "transmission working surface" and the other as a "locking surface." The teeth of the driving and driven pawls are meshed. The motor shaft of the motor is connected to the outer end of the splined shaft via a coupling. The outer end of the driving pawl is fixedly connected to a splined sleeve. The inner wall of the splined sleeve and the outer spline of the splined shaft form a sliding fit. A spring is fitted on the outer side of the splined sleeve, with one end abutting against the outer end face of the driving pawl and the other end fixed to the inner wall of the housing.

[0010] Furthermore, the motor shaft of the electric motor is connected to the splined shaft via a reducer, and the reducer is connected to the housing via a mounting bracket.

[0011] Furthermore, a separation assembly is installed inside one of the clamping and rotating mechanisms. The separation assembly includes a sliding frame and a telescopic rod. The upper end of the sliding plate is provided with a through hole, which is rotatably engaged with a splined sleeve. The lower end of the sliding plate is slidably engaged with the housing. The outer cylinder of the telescopic rod is fixedly connected to the housing, and the inner rod of the telescopic rod rests against the inner end wall of the sliding plate.

[0012] Furthermore, a sliding frame is installed in the middle part of the frame. The sliding frame slides with the frame through a longitudinal adjustment mechanism, and both ends of the sliding frame are connected to the welding torch through welding torch adjustment brackets.

[0013] Furthermore, the longitudinal adjustment mechanism includes a second lead screw and a second lead screw nut. The second lead screw is rotatably engaged with the frame through a bearing seat, and its threaded section and the second lead screw nut form a helical transmission pair. The sliding frame is longitudinally slidably connected to the frame through a slide rail assembly, and the bottom of the sliding frame is rigidly fixed to the second lead screw nut. A handwheel is fixedly installed at the end of the second lead screw.

[0014] Compared with the prior art, the present invention has the following outstanding advantages: 1. The frame of this utility model is equipped with clamping and rotating mechanisms at both ends. The dual power source design realizes a flexible driving mode: the two mechanisms can be started synchronously to form a bidirectional cooperative drive, which drives the axle housing and the sleeve to rotate stably; at the same time, it supports the independent working mode of a single mechanism, that is, only one set of clamping and rotating mechanisms is used to drive the axle housing and the sleeve to complete the rotation operation through its power output, so as to meet the driving needs under different working conditions. 2. The clamping rotation mechanism of this utility model has a built-in clutch assembly with dynamic speed adaptation function: when there is a speed difference between the two sets of clamping rotation mechanisms, the clutch assembly responds immediately, and through the relative sliding and automatic separation mechanism of the working surfaces of the teeth and claws, the mechanism with the faster speed maintains the driving state of the bridge housing and the sleeve independently. This design can effectively avoid relative torsional displacement and radial misalignment of the sleeves at both ends of the bridge housing due to asynchronous speed, thereby preventing excessive friction damage to the inner wall and end face of the sleeve, while ensuring the coaxiality accuracy of the welded joint and reducing welding defects such as poor weld formation and stress concentration. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of this utility model; Figure 2 This is a top view of the present invention; Figure 3 This is a schematic diagram of the internal structure of the clamping and rotating mechanism of this utility model; Figure 4 This is a schematic diagram of the internal structure of the separation assembly of this utility model; Figure 5 This is a schematic diagram of the structure of the welding torch adjustment bracket of this utility model; The components include: 1. Frame; 2. Welding torch adjustment bracket; 21. Sliding frame; 22. First connecting rod; 23. Locking joint; 231. First locking sleeve; 232. Second locking sleeve; 24. Second connecting rod; 25. Third connecting rod; 26. Welding torch clamp; 261. First clamping block; 262. Second clamping block; 3. Clamping rotation mechanism; 31. Positioning shaft; 32. Motor; 33. Reducer; 34. Clutch assembly; 341. Driving claw plate; 342. Driven claw plate; 343. Spring; 344. Splined sleeve; 345. Splined shaft; 35. Housing; 36. Separation assembly; 361. Telescopic rod; 362. Sliding plate; 4. Longitudinal adjustment mechanism; 41. Second lead screw; 5. Lateral spacing adjustment mechanism; 51. First lead screw. Detailed Implementation

[0016] The present invention will be further described below with reference to the accompanying drawings and specific embodiments.

[0017] like Figure 1 and 2As shown, this utility model includes a frame 1 and a clamping and rotating mechanism 3.

[0018] The frame 1 is equipped with clamping and rotating mechanisms 3 at both ends. One of the clamping and rotating mechanisms 3 is slidably engaged with the frame 1 through a transverse spacing adjustment mechanism 5. The clamping and rotating mechanism 3 can be flexibly adjusted along the length of the frame 1 to adapt to bridge housings and sleeve workpieces with different axial dimensions.

[0019] like Figure 3 As shown, the clamping and rotating mechanism 3 includes a housing 35, a motor 32, and a positioning shaft 31. A through hole is provided on the inner end wall of the housing 35. The motor 32 is installed inside the housing 35. The outer end of the positioning shaft 31 passes through the through hole of the housing 35 and is fixedly connected to the motor shaft of the motor 32 by a coupling. The inner end of the positioning shaft 31 has a conical structure, which can be inserted into the central through hole of the sleeve through the conical surface. The automatic centering and clamping positioning of the sleeve is completed by radial tension force.

[0020] In the optimized scheme, the positioning shaft 31 and the motor 32 are connected by a clutch assembly 34. The clutch mechanism includes an active pawl 341, a driven pawl 342, a spline shaft 345, and a spring 343. On the opposite end faces of the active pawl 341 and the driven pawl 342, there are evenly distributed circumferentially arranged asymmetrical wedge-shaped teeth. One side of the teeth is the "transmission working surface" (inclination angle 5°-15°), and the other side is the "locking surface" (close to a 90° vertical surface).

[0021] The active claw disk 341 and the driven claw disk 342 are meshed, and their power transmission logic is as follows: When the active claw disk 341 rotates actively, it forms a rigid contact with the locking surface of the driven claw disk 342 through its own locking surface, thereby driving the driven claw disk 342 to rotate synchronously; if the driven claw disk 342 rotates faster than the active claw disk 341 due to load changes, the transmission working surface of the driven claw disk 342 will slide relative to the transmission working surface of the active claw disk 341 and generate an axial thrust, forcing the active claw disk 341 and the driven claw disk 342 to separate axially, thereby realizing the automatic disconnection of power transmission.

[0022] The motor shaft of the electric motor 32 is connected to the outer end of the splined shaft 345 via a coupling. The outer end of the driving claw disk 341 is fixedly connected to the splined sleeve 344. The inner wall of the splined sleeve 344 and the outer spline of the splined shaft 345 form a sliding fit, ensuring that the driving claw disk 341 can move smoothly along the axial direction of the splined shaft 345. A spring 343 is sleeved on the outer side of the splined sleeve 344. One end of the spring 343 abuts against the outer end face of the driving claw disk 341, and the other end is fixed to the inner wall of the housing 35. The preload of the spring 343 maintains the normal meshing state of the driving claw disk 341 and the driven claw disk 342, while providing reverse reset potential energy for the claw disks to separate.

[0023] The motor shaft of the electric motor 32 is connected to the splined shaft 345 via a reducer 33, and the reducer 33 is fixedly connected to the housing 35 via a mounting bracket.

[0024] like Figure 4 As shown, in this embodiment, a separation assembly 36 is installed inside one of the clamping and rotating mechanisms 3. The separation assembly 36 includes a sliding frame 21 and a telescopic rod 361. The upper end of the sliding plate 362 is provided with a through hole, which is rotatably engaged with the spline sleeve 344. The lower end of the sliding plate 362 is slidably engaged with the housing 35. The outer cylinder of the telescopic rod 361 is fixedly connected to the housing 35. The inner rod of the telescopic rod 361 rests on the inner end wall of the sliding plate 362. When the telescopic rod 361 extends, its inner rod pushes the sliding plate 362 to move axially. Through the spline sleeve 344, the active claw disk 341 is driven to overcome the preload of the spring 343 and slide away from the driven claw disk 342, thereby forcibly releasing the tooth and claw engagement between the two and realizing the active disconnection of the power transmission.

[0025] The lateral spacing adjustment mechanism 5 includes a first lead screw 51 and a first lead screw nut. The lower end of the housing 35 of the movable clamping rotation mechanism 3 is fixed to the slide plate via a connecting frame. The bottom surface of the slide plate is machined with a slide track that matches the lateral slide rail of the frame 1, forming a sliding guide fit. The first lead screw 51 is rotatably connected to the frame 1 via a bearing seat, and its threaded section and the first lead screw nut form a helical transmission pair. A connecting plate is welded and fixed to the lower end of the connecting frame, and the connecting plate is rigidly connected to the first lead screw nut to realize the transmission of force. A handwheel is fixedly installed on the outer end of the first lead screw 51. Rotating the handwheel drives the first lead screw 51 to rotate. With the helical fit between the lead screw and the nut, the connecting frame, the slide plate, and the clamping rotation mechanism 3 move synchronously along the lateral slide rail, thereby precisely adjusting the axial spacing between the two sets of clamping rotation mechanisms 3 to meet the clamping requirements of workpieces of different lengths.

[0026] The middle part of the frame 1 is equipped with a sliding frame 21. The sliding frame 21 is slidably engaged with the frame 1 through a longitudinal adjustment mechanism 4. Both ends of the sliding frame 21 are connected to the welding gun through welding gun adjustment brackets 2, and are used to weld the joint between the bridge shell and the sleeve.

[0027] The longitudinal adjustment mechanism 4 includes a second lead screw 41 and a second lead screw nut. The second lead screw 41 is rotatably engaged with the frame 1 via a bearing seat, and its threaded section and the second lead screw nut form a helical transmission pair. The sliding frame 21 is longitudinally slidably connected to the frame 1 via a slide rail assembly, and the bottom of the sliding frame 21 is rigidly fixed to the second lead screw nut. A handwheel is fixedly installed at the end of the second lead screw 41. Rotating the handwheel drives the second lead screw 41 to rotate, and utilizing the helical transmission relationship between the lead screw and the nut, the sliding frame 21 is driven to move smoothly along the longitudinal direction of the frame 1, thereby achieving precise adjustment of the welding torch position.

[0028] like Figure 5 As shown in this embodiment, the welding torch adjustment bracket 2 includes a first connecting rod 22, a second connecting rod 24 and a third connecting rod 25. Fixed sleeves are fixedly installed at both ends of the sliding frame 21. The inner end of the first connecting rod 22 is inserted into the fixed sleeve. The two are rigidly fixed by passing a locking bolt through the side wall of the sleeve. The extension length of the first connecting rod 22 can be adjusted according to the welding range requirements.

[0029] The outer end of the first connecting rod 22 is connected to one end of the second connecting rod 24 through a locking joint 23, and the other end of the second connecting rod 24 is connected to one end of the third connecting rod 25 through another locking joint 23, forming a multi-joint adjustable transmission link; the other end of the third connecting rod 25 is fixedly connected to the welding gun clamp 26, which is used to securely clamp the welding gun and ensure the stability of the welding gun posture during the welding process.

[0030] The locking connector 23 includes a first locking sleeve 231 and a second locking sleeve 232. Each locking sleeve 231 and 232 has a lug plate with a through hole. A locking bolt passes through the through hole and engages with a locking nut. Tightening the bolt fixes the angle of the two sleeves. The outer wall of the second locking sleeve 232 has an axial slit communicating with the inner hole. Locking plates with through holes extend from both sides of the slit. By adjusting the tightness of the locking bolt and nut, the second locking sleeve 232 can be radially contracted or opened, thereby locking or releasing the connecting rod.

[0031] The specific connection relationship is as follows: the outer end of the first connecting rod 22 is fixedly connected to the first locking sleeve 231, one end of the second connecting rod 24 is inserted into the second locking sleeve 232 and locked and fixed therethrough, and the other end is fixedly connected to the first locking sleeve 231 of another locking connector 23, and one end of the third connecting rod 25 is inserted into the second locking sleeve 232 of the locking connector 23 and locked and fixed therethrough, forming a multi-segment adjustable connection structure.

[0032] The welding torch clamp 26 includes a first clamping block 261 and a second clamping block 262. The inner sides of the two clamping blocks are respectively machined with corresponding V-shaped clamping grooves, which can adapt to welding torch barrels of different diameters through the self-centering effect of the V-shaped surface. One end of the first clamping block 261 and the second clamping block 262 are hinged to form an opening and closing fulcrum, and the other end is correspondingly opened with a through fixing groove. After the locking bolt passes through the fixing groove of the two clamping blocks, it cooperates with the locking nut. When tightened, it can drive the two clamping blocks to close around the hinge point. The V-shaped clamping grooves realize the stable clamping of the welding torch, ensuring that the welding torch does not move radially or deviate angularly during the welding process.

[0033] The operation process is as follows: When using this utility model, the conical end of the positioning shaft 31 of the two clamping rotating mechanisms 3 is placed in the through hole of the sleeve. By adjusting the lateral spacing adjustment mechanism 5, the bridge shell and the sleeve are clamped between the two clamping rotating mechanisms 3. The welding torch is installed on the welding torch adjustment bracket 2. The welding torch adjustment bracket 2 is adjusted so that the welding torch is aligned with the welding position of the sleeve and the bridge shell. After starting the clamping rotating mechanism 3, the motor 32 drives the positioning shaft 31 through the clutch assembly 34 to drive the workpiece to rotate synchronously. The welding torch performs continuous welding operation on the joint during the rotation process to realize automated circumferential weld processing.

[0034] It should be noted that the specific embodiments of this utility model have been described in detail. For those skilled in the art, all obvious changes made to it without departing from the spirit and scope of this utility model are within the protection scope of this utility model.

Claims

1. A welding device for automotive axle housing sleeves, characterized in that: The device includes a frame (1) and a clamping and rotating mechanism (3). The clamping and rotating mechanism (3) is installed at both ends of the frame (1). The clamping and rotating mechanism (3) includes a housing (35), a motor (32) and a positioning shaft (31). A through hole is provided on the inner end wall of the housing (35). The motor (32) is installed inside the housing (35). The outer end of the positioning shaft (31) passes through the through hole of the housing (35) and is connected to the motor (32). The inner end of the positioning shaft (31) has a conical structure and can be embedded into the central through hole of the sleeve through the conical surface.

2. The automotive axle housing sleeve welding device according to claim 1, characterized in that: One of the clamping and rotating mechanisms (3) slides with the frame (1) through the lateral spacing adjustment mechanism (5).

3. The automotive axle housing sleeve welding device according to claim 2, characterized in that: The lateral spacing adjustment mechanism (5) includes a first lead screw (51) and a first lead screw nut. The lower end of the housing (35) of the movable side clamping and rotating mechanism (3) is fixed to the slide plate through a connecting frame. The bottom surface of the slide plate is machined with a slide that is compatible with the lateral slide rail of the frame (1) to form a sliding guide fit. The first lead screw (51) is rotatably connected to the frame (1) through a bearing seat. Its threaded section and the first lead screw nut form a helical transmission pair. A connecting plate is welded and fixed at the lower end of the connecting frame. The connecting plate is rigidly connected to the first lead screw nut. A handwheel is installed at the outer end of the first lead screw (51).

4. The automotive axle housing sleeve welding device according to claim 1, characterized in that: The positioning shaft (31) is connected to the motor (32) via a clutch assembly (34). The clutch mechanism includes a driving pawl (341), a driven pawl (342), a splined shaft (345), and a spring (343). On the opposite end faces of the driving pawl (341) and the driven pawl (342), there are evenly distributed circumferentially arranged asymmetrical wedge-shaped teeth. One side of the teeth is the "transmission working surface", and the other side is the "locking surface". The driving pawl (341) and the driven pawl (342) The teeth of (342) are meshed; the motor (32) is connected to the outer end of the spline shaft (345), the outer end of the active claw disk (341) is connected to the spline sleeve (344), the inner wall of the spline sleeve (344) and the outer spline of the spline shaft (345) are in sliding fit, and a spring (343) is sleeved on the outer side of the spline sleeve (344). One end of the spring (343) abuts against the outer end face of the active claw disk (341), and the other end is fixed to the inner wall of the housing (35).

5. The automotive axle housing sleeve welding device according to claim 4, characterized in that: The motor shaft of the electric motor (32) is connected to the spline shaft (345) via a reducer (33), and the reducer (33) is connected to the housing (35) via a mounting bracket.

6. The automotive axle housing sleeve welding device according to claim 4, characterized in that: One of the clamping and rotating mechanisms (3) has a separation assembly (36) installed inside. The separation assembly (36) includes a sliding frame (21) and a telescopic rod (361). The upper end of the sliding plate (362) is provided with a through hole. The through hole of the sliding plate (362) is rotatably engaged with the spline sleeve (344). The lower end of the sliding plate (362) is slidably engaged with the housing (35). The outer cylinder of the telescopic rod (361) is fixedly connected to the housing (35). The inner rod of the telescopic rod (361) is pressed against the inner end wall of the sliding plate (362).

7. The automotive axle housing sleeve welding device according to claim 1, characterized in that: The middle part of the frame (1) is equipped with a sliding frame (21). The sliding frame (21) slides with the frame (1) through a longitudinal adjustment mechanism (4). Both ends of the sliding frame (21) are connected to the welding gun through the welding gun adjustment bracket (2).

8. The automotive axle housing sleeve welding device according to claim 7, characterized in that: The longitudinal adjustment mechanism (4) includes a second lead screw (41) and a second lead screw nut. The second lead screw (41) forms a rotational fit with the frame (1) through a bearing seat, and its threaded section forms a helical transmission pair with the second lead screw nut. The sliding frame (21) forms a longitudinal sliding connection with the frame (1) through a slide rail assembly, and the bottom of the sliding frame (21) is rigidly fixed to the second lead screw (41) nut. A handwheel is fixedly installed at the end of the second lead screw (41).

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