Wheel track adjustable small bridge assembly

Abstract

The utility model discloses a kind of small bridge assembly with adjustable wheel track, related to agricultural machinery drive axle technical field, including axle housing, two opposite half-pipes are fixed on the axle housing, each half-pipe is respectively installed with knuckle, support connecting structure is equipped on the knuckle and pulls cooperation with corresponding half-pipe, wheel track adjusting screw rod is rotatably installed on the knuckle, adjusting cooperation screw sleeve is fixed on corresponding half-pipe, the wheel track adjusting screw rod passes through adjusting cooperation screw sleeve and is spiral cooperation with adjusting cooperation screw sleeve;Adjusting operation part is equipped on the wheel track adjusting screw rod.The utility model simplifies adjusting operation and is convenient to master adjusting accurate position.

Description

Technical Field

[0001] This utility model relates to the field of agricultural machinery drive axle technology, and in particular to a small axle assembly with adjustable wheel track. Background Technology

[0002] The small axle assembly is a dedicated drive axle for agricultural machinery. Steering knuckles are fixedly mounted on both side semi-tubes, and wheels are installed on the steering knuckles. Power is transmitted to the wheels through the transmission mechanism within the semi-tubes and steering knuckles, enabling movement. During operation, the two wheels are positioned on either side of the crop, forming support points that work with the small axle assembly to support the machine. Because different crop varieties and crops grown in different regions have varying row spacings, the small axle assembly needs to be equipped with wheel track adjustment to accommodate these different row spacings and improve the ease of operation in the field.

[0003] Currently, the wheel track adjustment structure on the axle assembly is as follows: Figure 6 As shown, its main structure consists of a screw fixed to the steering knuckle and corresponding fixing lugs on the drive axle half-tube. The screw passes through the fixing lugs, and fastening nuts are installed on both sides of the screw on the fixing lugs. When it is necessary to adjust the wheel track, for example, to increase the wheel track, the entire axle assembly is first lifted off the ground so that the wheels are off the ground, and then... Figure 7 As shown, loosen the fastening nut on the side of the fixing plate away from the travel wheel by a certain distance, such as... Figure 8 As shown, the steering knuckle and travel wheels can be pulled outwards; after being pulled to the designated position according to the required wheelbase, as... Figure 9 As shown, the two fastening nuts are retightened to the fixed lugs to tighten the screw. This structure involves cumbersome tightening and loosening of the fastening nuts on both sides of the lugs. Furthermore, due to the eccentric load caused by the weight of the steering knuckle and wheels, the resistance to pulling the steering knuckle during adjustment is significant, making the operation time-consuming, labor-intensive, and extremely difficult to accurately determine the pulling position. Therefore, a method is needed that simplifies the adjustment operation and facilitates accurate positioning to improve the situation. Utility Model Content

[0004] The technical problem to be solved by this utility model is to provide a wheelbase adjustable axle assembly that simplifies the adjustment operation and makes it easy to grasp the accurate adjustment position.

[0005] To solve the above-mentioned technical problems, the technical solution of this utility model is: an adjustable wheel track axle assembly, including an axle housing, on which two oppositely arranged half-tubes are fixedly mounted, and each half-tube is respectively equipped with a steering knuckle. The steering knuckle is provided with a support connection structure that is pulled and engaged with the corresponding half-tube. A wheel track adjustment screw is rotatably mounted on the steering knuckle, and an adjustment fitting sleeve is fixedly provided on the corresponding half-tube. The wheel track adjustment screw passes through the adjustment fitting sleeve and is screwed and engaged with the adjustment fitting sleeve. The wheel track adjustment screw is provided with an adjustment operation part.

[0006] As a preferred technical solution, two opposing wheel track adjusting screws are rotatably mounted on the steering knuckle, and adjusting fitting sleeves are fixedly provided on the half tube corresponding to the two wheel track adjusting screws respectively; an adjusting transmission mechanism is provided between the two wheel track adjusting screws, and at least one of the wheel track adjusting screws is provided with the adjusting operation part.

[0007] As a preferred technical solution, an adjusting fastening nut is installed on the wheel track adjusting screw at the side corresponding to the adjusting fitting sleeve.

[0008] As a preferred technical solution, the adjustment operation part is located on the end of the wheel track adjustment screw away from the half tube.

[0009] As a preferred technical solution, the support connection structure includes a support connection tube fixedly disposed on the steering knuckle, the support connection tube extending into the corresponding half tube and slidingly engaging with the half tube, the outer wall of the support connection tube being provided with a pull-out external spline, and the inner wall of the half tube being provided with a pull-out internal spline engaging with the pull-out external spline.

[0010] As a preferred technical solution, a half-shaft is rotatably installed inside the axle housing, and a steering drive shaft is rotatably installed on the steering knuckle. A transmission connection structure for adjusting the wheel track is provided between the steering drive shaft and the half-shaft on the corresponding side.

[0011] As a preferred technical solution, the transmission connection structure includes a transmission connection pipe fixedly installed on the half shaft, the steering transmission drive shaft extending into the transmission connection pipe and slidingly engaging with the transmission connection pipe, the outer wall of the steering transmission drive shaft being provided with an external transmission spline, and the inner wall of the transmission connection pipe being provided with an internal transmission spline engaging with the external transmission spline.

[0012] Due to the adoption of the above technical solution, the adjustable wheelbase axle assembly includes an axle housing. Two opposing half-tubes are fixedly mounted on the axle housing, and a steering knuckle is installed on each half-tube. Each steering knuckle has a support connection structure that pulls and engages with the corresponding half-tube. A wheelbase adjustment screw is rotatably mounted on the steering knuckle, and an adjustment sleeve is fixedly mounted on the corresponding half-tube. The wheelbase adjustment screw passes through the adjustment sleeve and is helically engaged with it. An adjustment operating part is provided on the wheelbase adjustment screw. In this invention, instead of using a support connection structure between the steering knuckle and the half-tube to maintain the support connection, the wheelbase adjustment screw is rotatably mounted on the steering knuckle, helically engaging with the adjustment sleeve. By rotating the adjustment operating part, the adjustment screw will generate axial displacement relative to the adjustment sleeve. The steering knuckle and the driving wheel will simultaneously displace, and this displacement adjusts the wheelbase. This adjustment operation, using a screw engagement, is more time-saving and labor-saving compared to directly pulling the steering knuckle. The displacement adjustment based on screw transmission is also easier to control, making it convenient to determine the adjustment position. After adjustment, a nut is tightened onto the adjusting sleeve to lock the wheel track adjustment screw, significantly simplifying the entire adjustment operation. Attached Figure Description

[0013] 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 This is a three-dimensional structural diagram of an embodiment of the present invention in use; Figure 3 yes Figure 2 An enlarged structural diagram of one half of the pipe and the steering knuckle; Figure 4 yes Figure 3 Exploded view of the structure; Figure 5 yes Figure 1 A diagram showing the state after adjusting the wheelbase by increasing it; Figure 6 This is a structural schematic diagram of an existing small bridge assembly; Figure 7 yes Figure 6 A diagram showing the state when one of the fastening nuts is loosened first during the wheel track increase adjustment; Figure 8 yes Figure 7 Diagram showing the state of the steering knuckle after it is pulled; Figure 9 yes Figure 8 Diagram showing the state after the fastening nut has been re-tightened.

[0014] In the diagram: 1-Axle housing; 11-Half-pipe; 12-Half-shaft; 2-Steering knuckle; 21-Support connection structure; 22-Support connection pipe; 23-Extendable external spline; 24-Extendable internal spline; 3-Walking wheel; 4-Steering transmission drive shaft; 41-Transmission connection structure; 42-Transmission connection pipe; 43-Transmission external spline; 44-Transmission internal spline; 5-Wheel track adjustment screw; 52-Adjusting fitting sleeve; 53-Adjusting operating part; 54-Adjusting fastening nut; 55-Adjusting transmission mechanism; 56-Adjusting transmission gear; 57-Intermediate transmission gear; 58-Adjusting synchronizer box; 9-Screw; 91-Fixed ear plate; 92-Fastening nut. Detailed Implementation

[0015] 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.

[0016] like Figure 2 As shown, the adjustable wheelbase axle assembly includes an axle housing 1. Two opposing semi-tubes 11 are fixedly mounted on the axle housing 1, and a steering knuckle 2 is mounted on each of the semi-tubes 11. Conventionally, a travel wheel 3 is mounted on the steering knuckle 2. The above structure is a known structure of existing axle assemblies, and the specific structural form and connection method will not be described in detail here.

[0017] like Figure 1 and Figure 5 As shown, the steering knuckle 2 is provided with a support connection structure 21 that engages with the corresponding half-tube 11 in a pull-out configuration. Here, pull-out configuration means that the support connection structure 21 can only move in the axial direction relative to the half-tube 11, and not in other directions. Specifically, see also... Figure 4 The supporting connection structure 21 includes a supporting connection tube 22 fixedly mounted on the steering knuckle 2. The supporting connection tube 22 extends into the corresponding half-tube 11 and slides in cooperation with the half-tube 11. The outer wall of the supporting connection tube 22 is provided with a pull-out external spline 23, and the inner wall of the half-tube 11 is provided with a pull-out internal spline 24 that cooperates with the pull-out external spline 23. By adding a spline cooperation to the sliding cooperation, the supporting connection structure 21 can achieve a degree of freedom of movement only in the axial direction, while the pull-out of the supporting connection structure 21 always maintains a specified length of overlap connection with the half-tube 11, so that both can maintain good bending strength, thereby ensuring the overall load-bearing capacity of the machine body in this embodiment.

[0018] Normally, such as Figure 1 and Figure 5 As shown, a half-shaft 12 is rotatably mounted inside the axle housing 1, and a steering drive shaft 4 is rotatably mounted on the steering knuckle 2. The half-shaft 12 receives the driving force from the drive components on the machine body, and the steering drive shaft 4 transmits the driving force received by the half-shaft 12 to the traveling wheels 3, thereby realizing the power transmission of the drive components to drive the traveling wheels 3. The power transmission structure from the steering drive shaft 4 to the traveling wheels 3 can be selected from bevel gear transmission, spur gear, or helical gear transmission, depending on the actual structure of the steering knuckle 2, and is not limited here.

[0019] like Figure 1 and Figure 5 As shown, in this embodiment, a transmission connection structure 41 for cooperating with wheel track adjustment is provided between the steering drive shaft 4 and the corresponding half shaft 12, so that the driving force can still be transmitted to the walking wheels 3 for driving even when wheel track adjustment is present. Specifically, see also Figure 4 The transmission connection structure 41 includes a transmission connection pipe 42 fixedly mounted on the half-shaft 12. The steering transmission drive shaft 4 extends into the transmission connection pipe 42 and slides within it. An external transmission spline 43 is provided on the outer wall of the steering transmission drive shaft 4, and an internal transmission spline 44, which mates with the external transmission spline 43, is provided on the inner wall of the transmission connection pipe 42. After wheelbase adjustment, the steering transmission drive shaft 4 moves axially relative to the half-shaft 12, but power transmission can still be achieved through the spline engagement.

[0020] The transmission connecting pipe 42 and the half-shaft 12 can be fixedly connected by adding circumferential and axial movement restriction structures after being sleeved together. For example, the transmission connecting pipe 42 and the half-shaft 12 can also restrict relative circumferential movement through a spline fit, and a retaining ring can be set between the transmission connecting pipe 42 and the half-shaft 12 to restrict axial movement, etc. Of course, regardless of the means used, and even if the transmission connecting pipe 42 and the half-shaft 12 are not necessarily sleeved together, any means of achieving a fixed connection between the transmission connecting pipe 42 and the half-shaft 12 should be within the protection scope of this utility model.

[0021] like Figures 1 to 5As shown, a wheel track adjustment screw 5 is rotatably mounted on the steering knuckle 2, and an adjustment fitting sleeve 52 is fixedly provided on the corresponding half-tube 11. The wheel track adjustment screw 5 passes through the adjustment fitting sleeve 52 and is screwed into the adjustment fitting sleeve 52. The wheel track adjustment screw 5 is provided with an adjustment operation part 53. In the case where a support connection structure 21 maintains a support connection between the steering knuckle 2 and the half-tube 11, this embodiment changes the wheel track adjustment screw 5 to be rotatably mounted on the steering knuckle 2, which is screwed into the adjustment fitting sleeve 52. By rotating the wheel track adjustment screw 5 through the adjustment operation part 53, the wheel track adjustment screw 5 will generate axial displacement relative to the adjustment fitting sleeve 52. The steering knuckle 2 and the driving wheel 3 will generate displacement synchronously, and this displacement will adjust the wheel track. Specifically, by operating the wheel track adjustment screw 5 to rotate forward, the steering knuckle 2 will generate displacement away from the half-tube 11, that is, the wheel track will be increased. Conversely, by operating the wheel track adjustment screw 5 to rotate backward, the wheel track will be decreased.

[0022] When the adjusting sleeve 52 is fixed, the wheel track adjusting screw 5, which is screwed to it, can undergo axial displacement during rotation. This is a known technique, and its principle will not be elaborated here. Preferably, as... Figures 1 to 5 As shown, the adjustment operation part 53 is located on the end of the wheel track adjustment screw 5 away from the half-tube 11. Therefore, the adjustment operation part 53 is located on the side of the machine body, facilitating direct operation from the side of the machine body without disassembling other components. Accordingly, the adjustment operation part 53 can be a polygonal protrusion or a polygonal groove provided at the end of the wheel track adjustment screw 5. A manual crank or electric wrench, etc., with an additional head having a corresponding polygonal groove or protrusion, can be used to connect with the adjustment operation part 53, allowing for the rotation of the wheel track adjustment screw 5. This method is readily derived by those skilled in the art based on existing crank methods, electric wrench methods, and the description of this embodiment, and will not be elaborated further here; the crank and electric wrench are not shown in the figures.

[0023] Preferably, such as Figure 1 , Figure 3 and Figure 5As shown, an adjusting nut 54 is installed on the side of the wheel track adjusting screw 5, corresponding to the adjusting sleeve 52. Normally, the adjusting nut 54 is rotated close to the adjusting sleeve 52, and both work together to lock the wheel track adjusting screw 5. When wheel track adjustment is needed, first loosen the adjusting nut 54, that is, rotate the adjusting nut 54 away from the adjusting sleeve 52, so that the adjusting operation part 53 can be operated to rotate the wheel track adjusting screw 5. In this embodiment, the wheel track adjusting screw 5 and the adjusting sleeve 52 are engaged by a screw, which is more time-saving and labor-saving than directly pulling the steering knuckle 2. Furthermore, the displacement adjustment based on the screw drive is steplessly and continuously adjustable, making it easier to control the stopping position, i.e., convenient to control the adjustment position. After adjustment, the wheel track adjusting screw 5 is locked by re-tightening one of the adjusting nuts 54 to the adjusting sleeve 52, significantly simplifying the entire adjustment operation.

[0024] Preferably, such as Figures 1 to 5 As shown, two opposing wheel track adjusting screws 5 are rotatably mounted on the steering knuckle 2. Adjusting sleeves 52 are fixedly provided on the half-tube 11 corresponding to the two wheel track adjusting screws 5. An adjusting transmission mechanism 55 is provided between the two wheel track adjusting screws 5, and at least one of the wheel track adjusting screws 5 is provided with an adjusting operation part 53. After rotating one wheel track adjusting screw 5, the other wheel track adjusting screw 5 can be rotated synchronously through the adjusting transmission mechanism 55. Therefore, during wheel track adjustment, the two wheel track adjusting screws 5 can undergo synchronous axial displacement, thus forming a symmetrical force on the steering knuckle 2, improving the smoothness of the steering knuckle 2's movement during adjustment, and further promoting time-saving and labor-saving adjustment operations.

[0025] The aforementioned adjusting transmission mechanism 55 can be implemented using a gear transmission mechanism. Specifically, adjusting transmission gears 56 are fixedly installed on the wheel track adjusting screws 5, and an intermediate transmission gear 57 is installed on the steering knuckle 2. The two adjusting transmission gears 56 and the intermediate transmission gear 57 are constantly meshed. This gear transmission mechanism with an intermediate transmission gear 57 can realize that the two wheel track adjusting screws 5 rotate in the same direction; of course, when the threads of the two wheel track adjusting screws 5 have different directions, the adjusting transmission gears 56 on the two wheel track adjusting screws 5 can be directly and constantly meshed.

[0026] Based on the above structural configuration, the steering knuckle 2 in this embodiment is provided with an adjusting synchronization box 58. The wheel track adjusting screw 5 passes through the adjusting synchronization box 58, and the adjusting transmission mechanism 55 is located therein, thereby reducing external environmental pollution to the adjusting transmission structure. The rotatable installation of the wheel track adjusting screw 5 on the steering knuckle 2 can be achieved by providing a limiting boss on one side of the screw through hole on the adjusting synchronization box 58, and a retaining ring or similar device on the other side, thereby achieving axial limiting of the wheel track adjusting screw 5.

[0027] In this embodiment, with two wheel track adjustment screws 5 arranged opposite to each other, the two wheel track adjustment screws 5 can be rotated synchronously by operating one adjustment operation part 53 through the adjustment transmission mechanism 55, thus maintaining the ease of wheel track adjustment even with two wheel track adjustment screws 5.

[0028] 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. An adjustable wheelbase axle assembly, comprising an axle housing, wherein two opposing semi-tubes are fixedly mounted on the axle housing, and each semi-tube is equipped with a steering knuckle, wherein the steering knuckle is provided with a support connection structure that engages with the corresponding semi-tube in a pull-out manner, characterized in that: A wheel track adjustment screw is rotatably mounted on the steering knuckle, and an adjustment fitting screw sleeve is fixedly provided on the corresponding half tube. The wheel track adjustment screw passes through the adjustment fitting screw sleeve and is screwed into the adjustment fitting screw sleeve. An adjustment operation part is provided on the wheel track adjustment screw.

2. The adjustable wheelbase axle assembly as described in claim 1, characterized in that: Two opposing wheel track adjusting screws are rotatably mounted on the steering knuckle, and adjusting fitting sleeves are fixedly provided on the half tube corresponding to the two wheel track adjusting screws respectively; an adjusting transmission mechanism is provided between the two wheel track adjusting screws, and at least one of the wheel track adjusting screws is provided with the adjusting operation part.

3. The adjustable wheelbase axle assembly as described in claim 1, characterized in that: An adjusting nut is installed on the wheel track adjusting screw at the side corresponding to the adjusting fitting sleeve.

4. The adjustable wheelbase axle assembly as described in claim 1, characterized in that: The adjustment operation unit is located at the end of the wheel track adjustment screw away from the half tube.

5. The adjustable wheelbase axle assembly as described in claim 1, characterized in that: The support connection structure includes a support connection tube fixedly mounted on the steering knuckle. The support connection tube extends into the corresponding half tube and slides in cooperation with the half tube. The outer wall of the support connection tube is provided with a pull-out external spline, and the inner wall of the half tube is provided with a pull-out internal spline that cooperates with the pull-out external spline.

6. The adjustable wheelbase axle assembly as described in any one of claims 1 to 5, characterized in that: A half-shaft is rotatably mounted inside the axle housing, and a steering drive shaft is rotatably mounted on the steering knuckle. A transmission connection structure for adjusting wheel track is provided between the steering drive shaft and the half-shaft on the corresponding side.

7. The adjustable wheelbase axle assembly as described in claim 6, characterized in that: The transmission connection structure includes a transmission connection pipe fixedly installed on the half shaft, the steering transmission drive shaft extends into the transmission connection pipe and slides in cooperation with the transmission connection pipe, the outer wall of the steering transmission drive shaft is provided with an external transmission spline, and the inner wall of the transmission connection pipe is provided with an internal transmission spline that cooperates with the external transmission spline.

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