Engine and transmission transition connection structure

Abstract

The utility model relates to engineering machinery technical field provides a kind of transition connection structure of engine and gearbox, including spline sleeve and spline shaft connected by spline, spline sleeve side installs gearbox variable torque converter by key sleeve flange, spline shaft side installs engine flywheel by key shaft flange, need not consider installation to realize being blocked, improve installation efficiency.

Description

Technical Field

[0001] This utility model relates to the field of engineering machinery technology, specifically to a transition connection structure between an engine and a gearbox. Background Technology

[0002] Fuel-fired loaders are powered by an engine. The engine's power is transmitted to the hydraulic pump or drive axle via a gearbox to enable loading, unloading, and movement operations. However, due to structural limitations and space constraints, the gearbox sometimes cannot directly interface with the engine, requiring an intermediate structure to transfer the engine's power to the gearbox. Traditional transition connection structures are shown in the attached figure. Figure 1 As shown, it mainly includes a transition connecting shell and a transition shaft. The transition shaft is an integral transition shaft. The flanges at both ends of the transition shaft are connected to the engine flywheel and torque converter with standard parts such as bolts and nuts.

[0003] When assembling this structure, since the transition shaft is an integral structure, one end of the transition shaft needs to be bolted to the engine flywheel first, and the transition connecting shell needs to be installed on the flywheel housing. Then, the other end of the transition shaft is bolted to the torque converter. At this time, the bolt connection of the transition shaft is blocked by the transition connecting shell, and the wrench can only be inserted into the interior through the top inspection port to tighten it. The operation is relatively difficult and the installation efficiency is low. Utility Model Content

[0004] To achieve the above objectives, this utility model proposes a transition connection structure between an engine and a transmission, including a spline sleeve and a spline shaft connected by splines. A transmission torque converter is installed on one side of the spline sleeve via a key sleeve flange, and an engine flywheel is installed on one side of the spline shaft via a key shaft flange.

[0005] A further configuration is that the key sleeve flange is fitted with a spline sleeve via a conical protrusion, and an internal spline is provided inside the spline sleeve.

[0006] A further configuration is provided whereby a positioning hole is provided on the side of the key sleeve flange near the gearbox torque converter, and the central shaft of the torque converter can be installed in the positioning hole.

[0007] A further configuration involves opening several circular holes along the circumference of the key sleeve flange, with the key sleeve flange being installed through these holes corresponding to the mounting holes of the torque converter's elastic plate.

[0008] A further configuration is provided where an external spline is provided on the outer side of the spline shaft.

[0009] A further configuration is provided, wherein a positioning stop V is provided on one side of the key shaft flange, and the positioning stop V is fitted with a groove of the engine flywheel for installation.

[0010] Further configured, a transition connecting shell is provided on the outer periphery of the splined shaft, a gearbox housing is provided on the outer periphery of the gearbox torque converter, and a flywheel housing is provided on the outer periphery of the engine flywheel. The front end of the transition connecting shell is connected to the gearbox housing via flange I, and the rear end of the transition connecting shell is connected to the flywheel housing via flange II.

[0011] Further configured, the transition connection shell also includes a cylindrical body, with flange II and flange I respectively provided on both sides of the cylindrical body, an observation window opened on the side wall of the cylindrical body, and reinforcing ribs fixedly installed between the flanges.

[0012] The flange I is further configured such that a positioning stop I is provided on the side wall of the flange II, and a positioning stop II is provided on the side wall of the flange II. The positioning stop I is opened towards the inner side of the cylinder, and the positioning stop II is opened towards the outer side of the cylinder.

[0013] Further configured, the gearbox housing has a positioning stop 3 corresponding to positioning stop 1, with positioning stop 3 facing outwards from the gearbox housing, and positioning stop 1 and positioning stop 3 engaging. The flywheel housing has a positioning stop 4 corresponding to positioning stop 2, with positioning stop 4 facing inwards from the flywheel housing, and positioning stop 2 and positioning stop 4 engaging.

[0014] The beneficial effects of one or more of the above technical solutions: By replacing the original integrated transition shaft structure with a spline shaft and spline bushing structure, the installation sequence of this utility model is changed compared to the original integrated transition shaft structure. The spline bushing is fixed to the torque converter on one side with bolts, and the spline shaft is fixed to the engine flywheel on the other side with bolts. The connection only requires the torque converter housing on the gearbox end to be connected and tightened to the transition connection shell on the engine end with bolts in advance. Then, the observation window on the flange is used for observation. Under the centering guidance of the spline, the internal spline bushing and spline shaft are aligned and directly inserted, eliminating the process of inserting a wrench through the observation port and eliminating the need to consider the installation being obstructed, thus improving installation efficiency. Attached Figure Description

[0015] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation thereof.

[0016] Figure 1 This is a schematic diagram of the existing engine and transmission transition connection structure; Figure 2 This is a schematic diagram of the structure of this utility model; Figure 3 This is a schematic diagram of the transition connection shell of this utility model; Figure 4This is a schematic diagram of the installation structure of the spline sleeve and key sleeve flange of this utility model; Figure 5 This is a schematic diagram of the installation structure of the splined shaft and key shaft flange of this utility model; Figure 6 This is a schematic diagram of the engine end assembly structure of this utility model; Figure 7 This is a schematic diagram of the gearbox end assembly structure of this utility model; Figure 8 This is a schematic diagram of the overall structure of the present invention, including its connection with the gearbox and engine.

[0017] In the diagram, 1 represents the spline; 2. Spline sleeve; 21. Internal spline; 22. Conical protrusion; 3. Splined shaft; 22. External spline; 4. Key sleeve flange; 41. Locating hole; 42. Round hole; 5. Torque converter; 51. Central shaft; 52. Torque converter elastic plate; 53. Mounting hole; 6. Key shaft flange; 61. Locating stop V; 7. Engine flywheel; 71. Groove; 8. Transition connecting shell; 81. Flange I; 82. Flange II; 83. Shell; 84. Observation window; 85. Reinforcing rib; 86. Locating stop I; 87. Locating stop II; 9. Flywheel housing; 10. Gearbox housing; 101. Positioning stop III; 102. Positioning stop IV; 11. Gearbox end; 12. Engine end; 13. Transition connection structure. Detailed Implementation

[0018] The specific implementation of this embodiment will now be described with reference to the accompanying drawings.

[0019] Reference Figure 1 A transition connection structure between an engine and a transmission, referring to Figure 2 This system includes a splined sleeve 2 and a splined shaft 3 connected by a spline 1. The gearbox torque converter 5 is mounted on one side of the splined sleeve 2 via a keyed sleeve flange 4, and the engine flywheel 7 is mounted on one side of the splined shaft 3 via a keyed shaft flange 6. This split-type splined shaft 3 and splined sleeve 2 assembly structure completely changes the traditional assembly process of an integrated transition shaft. During assembly, the splined sleeve 2 and splined shaft 3 are pre-installed on the torque converter and flywheel respectively, and then directly inserted using the guiding effect of the spline 1. This eliminates the need to tighten obstructed bolts in confined spaces, significantly reducing assembly difficulty and avoiding bolt misalignment or gaps caused by obstructed vision.

[0020] Reference Figure 4The key sleeve flange 4 is fitted with the spline sleeve 2 via the conical protrusion 22. The spline sleeve 2 is provided with an inner spline 21. The conical protrusion improves the connection strength between the spline sleeve 2 and the key sleeve flange 4. At the same time, after the inner spline 21 structure is connected to the outer spline 22 of the spline shaft 3, it provides a high-precision torque transmission path and reduces vibration and wear during power transmission.

[0021] A positioning hole 41 is provided on the side of the key sleeve flange 4 near the torque converter 5 of the gearbox. The central shaft 51 of the torque converter can be installed in the positioning hole 41. The fit between the positioning hole 41 and the central shaft 51 of the torque converter forms a primary alignment reference. Before spline 1 is inserted, the coaxiality of the torque converter and the transition structure is ensured in advance, which reduces the risk of off-center load when spline 1 is engaged and improves the success rate of assembly on the first attempt. Several circular holes 42 are made along the circumference of the key sleeve flange 4. The key sleeve flange 4 is installed through the circular holes 42 and the mounting holes 53 of the torque converter elastic plate 52. The direct connection design between the circular holes 42 and the mounting holes 53 of the torque converter elastic plate 52 eliminates the need for traditional transition gaskets, realizing the efficient integration of the rigid flange and the elastic damping element. This simplifies the structure, ensures the smoothness of power transmission, and suppresses the impact caused by engine torque fluctuations.

[0022] Reference Figure 5 An external spline 22 is provided on the outside of the spline shaft 3. The external spline 22 and the internal spline 21 of the spline sleeve 2 form a modular plug-in interface, which allows the spline shaft 3 to be pre-tightened with bolts at the flywheel end before plug-in assembly. At the same time, the rotational accuracy can be guaranteed after the internal spline 21 and the external spline 22 are assembled.

[0023] Reference Figure 2 and Figure 3 A locating stop V61 is provided on one side of the keyway flange 6. The locating stop V61 is fitted with the groove 71 of the engine flywheel 7. The nested fit between the locating stop V61 and the flywheel groove 71 forms a radial rigid constraint, eliminating circumferential misalignment between the flywheel and the splined shaft 3 during assembly. This ensures zero-deviation alignment between the engine power output shaft and the transition structure, reducing dynamic imbalance under high-speed rotation. A transition connecting shell 8 is provided on the outer periphery of the spline shaft 3, a gearbox housing 10 is provided on the outer periphery of the gearbox torque converter 5, and a flywheel housing 9 is provided on the outer periphery of the engine flywheel 7. The front end of the transition connecting shell 8 is connected to the gearbox housing 10 through flange I 81, and the rear end of the transition connecting shell 8 is connected to the flywheel housing 9 through flange II 82. As an integrated protective cover, the transition connecting shell 8 can be fastened to the flywheel housing 9 and the gearbox housing 10 in the early stage of assembly, forming a rigid mounting frame, providing a stable support environment for the internal spline 1 insertion, and preventing the spline 1 from being misaligned due to the deformation of the external housing.

[0024] The transition connection shell 8 also includes a cylindrical body 83. Flange II 82 and flange I 81 are respectively provided on both sides of the cylindrical body 83. Observation windows 84 are opened on the side wall of the cylindrical body 83. Reinforcing ribs 85 are fixedly installed between the flanges. The observation window 84 provides a visual spline 1 alignment monitoring channel, and the assembly personnel can observe the insertion status in real time. The reinforcing ribs 85 are designed to improve the torsional stiffness of the cylindrical body 83 and prevent the shell from deforming under stress. The combination of the two achieves the dual optimization of "visual assembly + structural reinforcement", which completely solves the potential failure hazards caused by blind assembly of traditional structures.

[0025] Flange I 81 has a locating stop I 86 on its side wall, and flange II 82 has a locating stop II 87 on its side wall. Locating stop I 86 faces inward toward the inside of cylinder 83, and locating stop II 87 faces outward toward the outside of cylinder 83. The opposing locating stops (I facing inward and II facing outward) form a two-way anti-misalignment assembly mechanism: stop I ensures a radial sealing fit between the gearbox housing 10 and the transition housing, and stop II achieves axial restraint on the flywheel housing 9, eliminating the risk of reverse installation during housing connection and improving assembly reliability. The gearbox housing 10 has a positioning stop Ⅲ 101 corresponding to positioning stop Ⅰ 86. Positioning stop Ⅲ 101 is opened towards the outside of the gearbox housing 10. Positioning stop Ⅰ 86 and positioning stop Ⅲ 101 are engaged. The flywheel housing 9 has a positioning stop Ⅳ 102 corresponding to positioning stop Ⅱ 87. Positioning stop Ⅳ 102 is opened towards the inside of the flywheel housing 9. Positioning stop Ⅱ 87 and positioning stop Ⅳ 102 are engaged. A complementary nested stop structure (stop Ⅰ / Ⅲ forms an "inner concave-outer convex" fit, and stop Ⅱ / Ⅳ forms an "outer convex-inner concave" fit) is used to achieve self-locking positioning between the transition housing and the housings at both ends. This design completes precise alignment before bolt tightening, reduces housing stress deformation caused by bolt pre-tightening, and forms multiple sealing surfaces to prevent oil leakage.

[0026] The assembly steps for the intermediate transition connection structure 13 are as follows: Step 1: Engine end 12 parts assembly, refer to Figure 6 : The engine end 12 sub-assembly includes the installation of the splined shaft 3 and the transition connecting shell 8. First, the splined shaft 3 is bolted to the engine flywheel 7, and then the transition connecting shell 8 is bolted to the engine flywheel 7 shell. When performing this sub-assembly, since there are no other parts blocking the engine flywheel 7 end, the assembly space is large, so the assembly is convenient and efficient.

[0027] Step 2: 12-piece assembly of the engine end, refer to... Figure 7 : The gearbox end 11 is a sub-assembly where the spline sleeve 2 is bolted to the torque converter elastic plate 52. Similarly, this sub-assembly step has a large operating space, is convenient to assemble, and is highly efficient.

[0028] Step 3: Engine end 12 is connected to engine end 12 via transition connection structure 13, refer to... Figure 8 : This connection step only requires using bolts to connect and secure the torque converter housing at the gearbox end 11 to the transition connecting shell 8 at the engine end 12. The spline sleeve 2 and the spline shaft 3 inside can be directly inserted after being aligned, without the need for bolts.

[0029] Although the specific embodiments of the present utility model have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present utility model. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative effort based on the technical solution of the present utility model are still within the scope of protection of the present utility model.

Claims

1. A transition connection structure between an engine and a transmission, characterized in that, It includes a splined sleeve and a splined shaft connected by splines. A gearbox torque converter is mounted on one side of the splined sleeve via a keyed sleeve flange, and an engine flywheel is mounted on one side of the splined shaft via a keyed shaft flange.

2. The engine-transmission transition connection structure according to claim 1, characterized in that, The key sleeve flange is fitted with a spline sleeve via a conical protrusion, and an internal spline is provided inside the spline sleeve.

3. The engine-transmission transition connection structure according to claim 1, characterized in that, The key sleeve flange has a positioning hole on the side near the gearbox torque converter, and the central shaft of the torque converter can be installed in the positioning hole.

4. The engine and gearbox transition connection structure according to claim 1, characterized in that, Several circular holes are made along the circumference of the key sleeve flange, and the key sleeve flange is installed through the circular holes corresponding to the mounting holes of the torque converter elastic plate.

5. The engine-transmission transition connection structure according to claim 1, characterized in that, An external spline is provided on the outer side of the spline shaft.

6. The engine-transmission transition connection structure according to claim 1, characterized in that, The key shaft flange is provided with a positioning stop V on one side, and the positioning stop V is installed in conjunction with the groove of the engine flywheel.

7. The engine-transmission transition connection structure according to claim 1, characterized in that, A transition connecting shell is provided on the outer periphery of the splined shaft, a gearbox housing is provided on the outer periphery of the gearbox torque converter, and a flywheel housing is provided on the outer periphery of the engine flywheel. The front end of the transition connecting shell is connected to the gearbox housing through flange I, and the rear end of the transition connecting shell is connected to the flywheel housing through flange II.

8. The engine-transmission transition connection structure according to claim 7, characterized in that, The transition connection shell also includes a cylindrical body, on which flange II and flange I are respectively provided on both sides. An observation window is opened on the side wall of the cylindrical body, and reinforcing ribs are fixedly installed between the flanges.

9. The engine-transmission transition connection structure according to claim 7, characterized in that, The flange I has a positioning stop I on its side wall, and the flange II has a positioning stop II on its side wall. Positioning stop I is opened towards the inner side of the cylinder, and positioning stop II is opened towards the outer side of the cylinder.

10. The engine-transmission transition connection structure according to claim 7, characterized in that, The gearbox housing has a positioning stop 3 corresponding to positioning stop 1, with positioning stop 3 facing outwards from the gearbox housing. Positioning stop 1 and positioning stop 3 are engaged. The flywheel housing has a positioning stop 4 corresponding to positioning stop 2, with positioning stop 4 facing inwards from the flywheel housing. Positioning stop 2 and positioning stop 4 are engaged.

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