Inboard brake drive half tube assembly

Abstract

The utility model discloses a built -in brake formula drive half pipe assembly relates to drive axle technical field. It is used for and differential combination installation, including half pipe, the half pipe is rotationally installed with half shaft, and a plurality of brake moving pieces and brake fixed piece are arranged and installed along the axial direction between the half pipe and the half shaft, the brake moving piece and the brake fixed piece are alternately arranged, the brake fixed piece with the half pipe circumferential opposite fixed and axial opposite sliding connection, the brake moving piece with the half shaft circumferential opposite fixed and axial opposite sliding connection, fixed mounting of the half pipe is located at the one side of a plurality of brake moving pieces and brake fixed piece's pressure tight limit structure, and the half pipe is equipped with the brake drive structure for the brake moving piece and brake fixed piece to the direction of pressure tight limit structure pressure tight. The utility model is favorable to further reduce the minimum width of drive axle, is favorable to ensure the resistance ability of half shaft to inertial torque, is favorable to ensure the bending load -bearing capacity of half shaft.

Description

Technical Field

[0001] This utility model relates to the field of drive axle technology, and in particular to a built-in braking drive half-pipe assembly. Background Technology

[0002] Tractors are currently the mainstream power equipment in agricultural machinery. During operation, they provide traction power to the working machinery and can simultaneously provide working power. The traction power of the tractor is provided by the power source and ultimately transmitted to the wheels through the drive axle. Tractors have a wide range of applications, and different applications have different requirements for tractor performance and size. For example, in space-constrained environments such as gardens and greenhouses, a wider tractor is required. The main factor affecting tractor width is the wheelbase, and more specifically, the width of the drive axle.

[0003] Currently, the drive axles of tractors used in space-constrained scenarios mainly consist of a differential housing and half-tube assembly structure, or a gearbox and differential integrated housing and half-tube assembly structure. The differential assembly is installed inside the differential housing, and the half-shaft connected to the differential assembly extends out of the corresponding side half-tube, directly mounting the wheel flange for the travel wheel. The travel brake uses a wet brake, integrated into the differential housing. During braking, this wet brake acts on the half-shaft near the half-shaft gear, causing the travel wheel to stop. This braking method has the following drawbacks: First, the wet brake occupies a certain amount of space between the differential housing and the half-tube, limiting the minimum width of the entire drive axle, thus restricting the minimum width of the tractor and affecting its smooth use in space-constrained scenarios such as gardens and greenhouses. Second, since the braking itself is to stop the travel wheel, the braking position of this wet brake structure is relatively far from the travel wheel. The longer half-shaft has weak resistance to inertial torque, making it prone to deformation and other problems during long-term use. Third, the wet brake is located between the differential housing and the half tube. The two bearings that support the half shaft in the half tube are respectively arranged in the middle and the outer part of the half tube. The distance between them is small, which will affect the bending load capacity of the half shaft to the machine body. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a built-in braking drive half tube assembly that is conducive to further reducing the minimum width of the drive axle, ensuring the half shaft's resistance to inertial torque, and ensuring the half shaft's bending load capacity.

[0005] To solve the above-mentioned technical problems, the technical solution of this utility model is: a built-in brake-type drive half-tube assembly for combined installation with a differential, including a half-tube, a half-shaft rotatably installed inside the half-tube, and a plurality of brake moving pads and brake stationary pads arranged axially between the half-tube and the half-shaft, the brake moving pads and the brake stationary pads being alternately arranged; the brake stationary pads are circumferentially fixed and axially slidably connected to the half-tube, and the brake moving pads are circumferentially fixed and axially slidably connected to the half-shaft; a clamping and limiting structure located on one side of the plurality of brake moving pads and brake stationary pads is fixedly installed on the half-tube, and a brake drive structure is provided inside the half-tube for pressing the brake moving pads and brake stationary pads toward the clamping and limiting structure.

[0006] As a preferred technical solution, the braking drive structure includes a drive piston that is slidably and sealingly mounted on the inner wall of the half-tube in the axial direction, a piston cavity is formed between the drive piston and the half-tube, and an oil supply hole communicating with the piston cavity is provided through the tube wall of the half-tube.

[0007] As a preferred technical solution, the semi-tube is equipped with a pressure-holding elastic element for providing elastic pressure to the drive piston in the direction of the brake moving pad and the brake stationary pad.

[0008] As a preferred technical solution, a piston sliding cylindrical surface is provided on the inner wall of the half-tube, the driving piston includes a piston body that cooperates with the piston sliding cylindrical surface, and a cavity sealing cylindrical surface is provided on the inner wall of the half-tube at a position away from the brake moving pad and brake stationary pad on the piston sliding cylindrical surface. A cavity sealing part that cooperates with the cavity sealing cylindrical surface is fixedly provided on the piston body. The inner radius of the cavity sealing cylindrical surface is smaller than the inner radius of the piston sliding cylindrical surface, and a cavity step is formed between the cavity sealing cylindrical surface and the piston sliding cylindrical surface. The piston cavity is formed between the piston body and the cavity step.

[0009] As a preferred technical solution, the clamping and limiting structure includes a limiting support fixedly installed on the half-pipe.

[0010] As a preferred technical solution, an end cap assembly is fixedly and sealed at the end of the half-pipe away from the differential, and the end cap assembly is rotatably and sealingly engaged with the half-shaft.

[0011] As a preferred technical solution, the half-shaft is provided with an external spline on the moving plate, and the outer periphery of the brake moving plate is provided with an internal spline on the moving plate that mates with the external spline on the moving plate.

[0012] As a preferred technical solution, the inner wall of the half tube is provided with a plurality of fixed plate sliding grooves, the fixed plate sliding grooves are provided along the axial direction of the half tube, and the outer peripheral surface of the brake fixed plate is fixedly provided with a fixed plate sliding protrusion that cooperates with the fixed plate sliding groove.

[0013] As a preferred technical solution, two bearings for supporting the half shaft are installed inside the half tube, and the two bearings are respectively located on both sides of the brake moving pad and the brake stationary pad.

[0014] By adopting the above technical solution, a built-in brake-type drive half-tube assembly is used for combined installation with a differential. It includes a half-tube, within which a half-shaft is rotatably mounted. A plurality of brake pads and brake fixed pads are arranged axially between the half-tube and the half-shaft, with the brake pads and brake fixed pads alternating. The brake fixed pads are circumferentially fixed to the half-tube and axially slidably connected to it, while the brake pads are circumferentially fixed to the half-shaft and axially slidably connected to it. A clamping and limiting structure is fixedly installed on one side of the brake pads and brake fixed pads on the half-tube. A brake drive structure is provided inside the half-tube for pressing the brake pads and brake fixed pads towards the clamping and limiting structure. This utility model utilizes the space within the half-tube to arrange the brake structure, eliminating the need for additional space between the half-tube and the differential for the brake structure, thus facilitating a further reduction in the minimum width of the drive axle. After the brake drive structure presses the brake pads and brake fixed pads together, the position of the half-shaft receiving braking is closer to the wheels, which helps ensure the half-shaft's resistance to inertial torque. The bearings of the half-shaft can be arranged on both sides of the brake pads, and the bearing spacing can be increased, which helps to ensure the bending load capacity of the half-shaft. Attached Figure Description

[0015] The following figures are intended only to illustrate and explain the present invention and do not limit the scope of the present invention. Wherein: Figure 1 This is a cross-sectional structural schematic diagram of an embodiment of the present utility model; Figure 2 yes Figure 1 Enlarged schematic diagram of structure I in the diagram; Figure 3 yes Figure 1 A schematic diagram of the AA structure in the diagram; Figure 4 yes Figure 1 A schematic diagram of the BB structure in the image; Figure 5 This is a schematic diagram of the assembly and use of an embodiment of this utility model.

[0016] In the diagram: 1-Half-pipe; 2-Half-shaft; 21-Bearing; 22-Sun gear shaft; 23-Wheel shaft; 3-Brake moving pad; 31-Moving pad external spline; 32-Moving pad internal spline; 4-Brake fixed pad; 41-Fixed pad groove; 42-Fixed pad sliding protrusion; 5-Pressure limiting structure; 6-Brake drive structure; 61-Drive piston; 62-Piston chamber; 63-Oil supply hole; 64-Piston sliding cylindrical surface; 65-Piston body; 66-Cavity sealing cylindrical surface; 67-Cavity sealing part; 68-Return limiting protrusion; 69-Pressure holding elastic element; 7-End cover assembly; 71-End cover body; 72-End cover oil seal; 8-End reduction mechanism; 91-Differential; 92-Walking wheel. Detailed Implementation

[0017] The present invention will be further described below with reference to the accompanying drawings and embodiments. In the following detailed description, only certain exemplary embodiments of the present invention are described by way of illustration. Undoubtedly, those skilled in the art will recognize that various modifications can be made to the described embodiments without departing from the spirit and scope of the present invention. Therefore, the drawings and description are illustrative in nature and not intended to limit the scope of the claims.

[0018] like Figure 1 and Figure 5 As shown, a built-in brake-type drive half-tube assembly is used for combined installation with the differential 91, including a half-tube 1, within which a half-shaft 2 is rotatably mounted. Conventionally, the differential 91 includes a differential housing and a differential assembly installed within it. The differential housing can be a separate housing or an integral housing with the gearbox housing. The half-tube 1 is used for fixed assembly with the differential housing, and the half-shaft gear of the differential assembly is fixedly mounted on the half-shaft 2. The above structural principle is easily derived by those skilled in the art based on existing technology and will not be elaborated further here.

[0019] like Figure 1 and Figure 2 As shown, in this embodiment, a plurality of brake pads 3 and brake fixed pads 4 are arranged axially between the half-tube 1 and the half-shaft 2, with the brake pads 3 and brake fixed pads 4 alternately arranged. The brake fixed pads 4 are circumferentially fixed to the half-tube 1 and axially slidably connected to it, while the brake pads 3 are circumferentially fixed to the half-shaft 2 and axially slidably connected to it. When the half-shaft 2 receives traction power and is in a rotating state, the traveling wheel 92 connected to the end of the half-shaft 2 is in a traveling state, the brake pads 3 rotate synchronously with the half-shaft 2, and the brake fixed pads 4 do not rotate.

[0020] Among them, such as Figure 2 , Figure 3 and Figure 4As shown, the two circumferentially fixed and axially sliding connections can both be achieved using key connections or similar raised groove structures. More specifically, in this embodiment, the half-shaft 2 is provided with a moving plate external spline 31, and the outer periphery of the brake moving plate 3 is provided with a moving plate internal spline 32 that mates with the moving plate external spline 31; the inner wall of the half-tube 1 is provided with a plurality of fixed plate grooves 41, the fixed plate grooves 41 extending along the axial direction of the half-tube 1, and the outer periphery of the brake fixed plate 4 is fixedly provided with a fixed plate sliding protrusion 42 that mates with the fixed plate groove 41.

[0021] like Figure 1 and Figure 2 As shown, a clamping and limiting structure 5 is fixedly installed on one side of several brake pads 3 and brake fixed pads 4 on the half-tube 1. A braking drive structure 6 is provided inside the half-tube 1 to clamp the brake pads 3 and brake fixed pads 4 towards the clamping and limiting structure 5. When the braking drive structure 6 drives the brake pads 3 and brake fixed pads 4 towards the clamping and limiting structure 5, the friction generated by the clamping causes the brake pads 3 and brake fixed pads 4 to remain relatively stationary. The traveling wheel 92 at the end of the half-shaft 2 is then forced to exert a braking effect relative to the half-tube 1. After the braking drive structure 6 releases the clamping effect, the friction between the brake pads 3 and brake fixed pads 4 disappears, and the traveling wheel 92 regains its freedom to rotate relative to the half-tube 1, meaning the braking effect disappears.

[0022] like Figure 2 As shown, the brake drive structure 6 in this embodiment includes a drive piston 61 that is axially and slidably mounted on the inner wall of the half-pipe 1. A piston cavity 62 is formed between the drive piston 61 and the half-pipe 1. An oil supply hole 63 communicating with the piston cavity 62 is provided through the pipe wall of the half-pipe 1. The oil supply hole 63 is connected to a brake pump, etc. When braking is required, the brake pump is controlled to inject brake fluid into the piston cavity 62 through the oil supply hole 63, generating a clamping force that causes the drive piston 61 to press against the brake pad 3 and brake stationary pad 4. When braking is required, the brake pump is controlled to return the brake fluid in the piston cavity 62 through the oil supply hole 63, thereby releasing the clamping force of the drive piston 61 on the brake pad 3 and brake stationary pad 4. The principle of the above oil supply structure is easily understood by those skilled in the art based on existing technology and the description of this embodiment, and will not be elaborated further here, nor is it shown in the figures.

[0023] Furthermore, a piston sliding cylindrical surface 64 is provided on the inner wall of the semi-tube 1. The driving piston 61 includes a piston body 65 that mates with the piston sliding cylindrical surface 64. A cavity sealing cylindrical surface 66 is provided on the inner wall of the semi-tube 1 at a position away from the brake moving pad 3 and brake stationary pad 4 on the piston sliding cylindrical surface 64. A cavity sealing part 67 that mates with the cavity sealing cylindrical surface 66 is fixedly provided on the piston body 65. The inner radius of the cavity sealing cylindrical surface 66 is smaller than the inner radius of the piston sliding cylindrical surface 64. A cavity step is formed between the cavity sealing cylindrical surface 66 and the piston sliding cylindrical surface 64. The piston cavity 62 is formed between the piston body 65 and the cavity step. This stepped structure for forming the piston cavity 62 is simple in structure and easy to process and assemble.

[0024] Based on the case where the brake pad 4 in this embodiment forms a fit with the half-tube 1 through the raised groove structure, such as Figure 2 As shown, in this embodiment, the piston body 65 is also fixedly provided with a return limiting protrusion 68 located in the fixed plate groove 41. Therefore, after the braking action is released, that is, after the brake fluid returns to the piston chamber 62, the return position of the piston body 65 is rigidly limited by the return limiting protrusion 68 against the groove wall on the corresponding side of the protrusion groove. This avoids the influence of the return force, ensuring that the piston body 65 still forms the required piston chamber 62 between itself and the cavity step after returning to its original position. This facilitates the smooth supply of brake fluid during braking, achieving the purpose of rapid braking.

[0025] Preferably, the semi-tube 1 is equipped with a retaining elastic element 69 for providing elastic pressure to the drive piston 61 in the direction of the brake pad 3 and the brake fixed pad 4. Under this elastic force, the drive piston 61 exerts a certain force against the brake pad 3 and the brake fixed pad 4, causing the brake pad 3 and the brake fixed pad 4 to be in a state of contact without significant mutual friction. Therefore, after brake fluid is filled into the piston cavity 62, braking can be quickly achieved. Thus, even after wear occurs on the brake pad 3 and the brake fixed pad 4, they will still remain in the aforementioned state of contact without significant mutual friction due to this elastic force, ensuring that this embodiment maintains the rapid braking effect for a long time. The retaining elastic element 69 in this embodiment includes a retaining spring disposed at the cavity step.

[0026] like Figure 1 and Figure 2 As shown, the clamping and limiting structure 5 in this embodiment includes a limiting support fixedly installed on the half-pipe 1. Thus, the limiting support forms a detachable structure. When the limiting support is disassembled, the internal brake pad 3, brake fixed pad 4, drive piston 61 and other structures can be disassembled to achieve the purpose of disassembly and maintenance.

[0027] like Figure 1 and Figure 2 As shown, an end cap assembly 7 is fixedly and sealed at the end of the half-pipe 1 away from the differential 91. The end cap assembly 7 is rotatably and sealingly fitted with the half-shaft 2. Thus, the end cap assembly 7 forms a seal at the corresponding end of the half-pipe 1. In this embodiment, after assembly with the differential 91, a closed space is formed inside the half-pipe 1, allowing for the circulation of lubricating oil and other fluids. This oil serves two purposes: firstly, it lubricates the components, reducing wear, especially when not braking. Because the brake pads 3 and 4 are in contact due to elasticity, the lubrication further reduces frictional loss between them. Even after the drive piston 61 provides clamping force, the friction generated by the increased clamping force is still sufficient for braking. Furthermore, the oil also carries away heat generated by the brake pads 4 and 3 during braking, thus providing a cooling effect. Specifically, the end cap assembly 7 includes an end cap body 71 that is fixedly and sealed at the end of the half-pipe 1, and an end cap oil seal 72 is installed on the inner circumferential surface of the end cap body 71.

[0028] This embodiment utilizes the space within the half-tube 1 to arrange the braking structure. No further space needs to be reserved between the half-tube 1 and the differential 91 for the braking structure, thus facilitating a further reduction in the minimum width of the drive axle. After the braking drive structure 6 drives the brake pads 3 and 4 to press together, the braking position of the half-shaft 2 is closer to the travel wheel 92, which helps ensure the half-shaft's resistance to inertial torque. In this embodiment, two bearings 21 are installed within the half-tube 1 to support the half-shaft 2. Preferably, the two bearings 21 are located on opposite sides of the brake pads 3 and 4, respectively, thereby increasing the spacing between the bearings 21 and ensuring the half-shaft 2's bending load-bearing capacity. For the clamping and limiting structure 5 in this embodiment, which uses a limiting support, the bearing 21 on the corresponding side is mounted on the limiting support. This embodiment is equivalent to a half-tube assembly with a built-in integrated braking structure. When the braking structure malfunctions, the half-tube 1 can be disassembled separately for repair without the need for complex disassembly with the differential 91, improving maintenance convenience. Of course, in practical applications, this embodiment can also be configured with an end deceleration mechanism 8 as needed, such as... Figure 1 The planetary reduction mechanism shown in this embodiment is divided into a sun gear shaft 22 connected to the differential assembly and a wheel shaft 34 for mounting planetary gears. A travel wheel 92 is mounted on the wheel shaft 34, and the braking structure in this embodiment is used to brake the wheel shaft 34. Therefore, the influence of inertial torque on the end reduction mechanism 8 can be avoided when braking.

[0029] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A built-in brake-type drive half-tube assembly for combined installation with a differential, comprising a half-tube, wherein a half-shaft is rotatably mounted within the half-tube, characterized in that: A plurality of brake moving pads and brake stationary pads are arranged axially between the half-tube and the half-shaft, with the brake moving pads and brake stationary pads being alternately arranged; the brake stationary pads are circumferentially fixed to the half-tube and axially slidably connected to it, and the brake moving pads are circumferentially fixed to the half-shaft and axially slidably connected to it; a clamping and limiting structure located on one side of the plurality of brake moving pads and brake stationary pads is fixedly installed on the half-tube, and a braking drive structure is provided inside the half-tube for pressing the brake moving pads and brake stationary pads toward the clamping and limiting structure.

2. The built-in braking drive half-tube assembly as described in claim 1, characterized in that: The braking drive structure includes a drive piston that is slidably and sealingly mounted on the inner wall of the half-tube in the axial direction. A piston chamber is formed between the drive piston and the half-tube, and an oil supply hole communicating with the piston chamber is provided through the tube wall of the half-tube.

3. The built-in braking drive half-tube assembly as described in claim 2, characterized in that: The half-tube is equipped with a retaining elastic element for providing elastic pressure to the drive piston in the direction of the brake moving pad and the brake stationary pad.

4. The built-in brake-type drive half-tube assembly as described in claim 2, characterized in that: The inner wall of the half-tube is provided with a piston sliding cylindrical surface. The driving piston includes a piston body that mates with the piston sliding cylindrical surface. A cavity sealing cylindrical surface is provided on the inner wall of the half-tube at a position away from the brake moving pad and brake stationary pad from the piston sliding cylindrical surface. A cavity sealing part that mates with the cavity sealing cylindrical surface is fixedly provided on the piston body. The inner radius of the cavity sealing cylindrical surface is smaller than the inner radius of the piston sliding cylindrical surface. A cavity step is formed between the cavity sealing cylindrical surface and the piston sliding cylindrical surface. The piston cavity is formed between the piston body and the cavity step.

5. The built-in brake-type drive half-tube assembly as described in claim 1, characterized in that: The compression and limiting structure includes a limiting support that is fixedly installed on the half-pipe.

6. The built-in brake-type drive half-tube assembly as described in claim 1, characterized in that: The end of the half-pipe away from the differential is fixedly and sealed with an end cap assembly, which is in a rotating and sealed fit with the half-shaft.

7. The built-in brake-type drive half-tube assembly as described in claim 1, characterized in that: The half-shaft is provided with an external spline on the moving plate, and the outer periphery of the brake moving plate is provided with an internal spline on the moving plate that mates with the external spline on the moving plate.

8. The built-in brake-type drive half-tube assembly as described in claim 1, characterized in that: The inner wall of the half tube is provided with a plurality of fixed plate sliding grooves, which extend along the axial direction of the half tube. The outer peripheral surface of the brake pad is fixed with a fixed plate sliding protrusion that cooperates with the fixed plate sliding groove.

9. The built-in brake drive half-tube assembly as described in any one of claims 1 to 8, characterized in that: Two bearings for supporting the half-shaft are installed inside the half-tube, and the two bearings are located on both sides of the brake moving pad and the brake stationary pad, respectively.

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