Cantilevered intermediate gear shaft transmission structure
Patent Information
- Application Number
- CN202522049116.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-09-23
- Publication Date
- 2026-10-23
- Estimated Expiration
- 2035-09-23
AI Technical Summary
由于机体5、盖板100和止推轴承座200加工累计公差大，导致轴承止推间隙T很难保证，且不易测量
[0016]本实用新型的悬臂式中间齿轮轴传动结构，由于中间齿轮轴的一端与机体止口结构配合安装，中间齿轮轴和垫片被压紧螺栓压紧固定在机体上，形成悬臂式结构，大大减少了零件数量。由于轴挡台与右衬套的挡沿部之间有止推间隙，因此，止推间隙仅仅与衬套和中间齿轮轴有关，涉及到的零件数量少，减小了累计公差，加工装配后易保证止推间隙在合理范围内，进而避免了传动出现卡滞和晃动磨损失效，并且止推间隙好测量。
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Figure CN224886267U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of engine manufacturing technology, specifically to a cantilevered intermediate gear shaft transmission structure. Background Technology
[0002] In existing technologies, the intermediate gear shaft transmission structure uses a thrust bearing housing support structure, such as... Figure 1 As shown, one end of the intermediate gear shaft 1 is fixed to the machine body 5. The double gear 2 is fitted onto the intermediate gear shaft 1, and a bushing (also known as a sliding bearing) is provided between the double gear 2 and the intermediate gear shaft 1. The bushing includes a left bushing 3 and a right bushing 4, with a gap between the two bushings. The thrust bearing housing includes a stop portion and a fixed flange portion. The stop portion is fitted onto the other end of the intermediate gear shaft 1, and there is a bearing thrust clearance T between the left end face of the stop portion and the right end face of the right bushing 4. The fixed flange portion is fixedly installed on the cover plate by bolts. Due to the large cumulative tolerances in the machining of the machine body 5, cover plate 100, and thrust bearing housing 200, it is difficult to guarantee the bearing thrust clearance T, and it is also difficult to measure. If the bearing thrust clearance T is too small, the transmission will jam; if the bearing thrust clearance T is too large, it will cause shaking and wear failure. Utility Model Content
[0003] In view of the above-mentioned defects in the prior art, the technical problem to be solved by this utility model is to provide a cantilevered intermediate gear shaft transmission structure, which can not only reduce the number of parts to reduce cumulative tolerance, but also easily ensure that the bearing thrust clearance is within a reasonable range and is easy to measure.
[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:
[0005] A cantilevered intermediate gear shaft transmission structure includes an intermediate gear shaft and a double gear mounted on the intermediate gear shaft. A bushing is provided between the double gear and the intermediate gear shaft. The bushing includes a left bushing and a right bushing, with an axial clearance between the two bushings. The intermediate gear shaft is fixedly connected to a machine body. One end of the intermediate gear shaft is fitted with a stop structure of the machine body. A gasket is provided between the intermediate gear shaft and the machine body. The bushing includes a cylindrical part and a retaining edge part. The cylindrical part is located inside the gear hole of the double gear. The retaining edges of the left bushing and the right bushing are located on both sides of the double gear. A shaft stop is provided at the outer end of the intermediate gear shaft. A thrust clearance is provided between the shaft stop and the retaining edge part of the right bushing. A clamping bolt fixes the intermediate gear shaft, the gasket, and the machine body.
[0006] Preferably, the thrust clearance is T, where 0.3mm ≤ T ≤ 0.5mm.
[0007] Preferably, the stop structure includes a concave stop and a convex stop. The concave stop is provided on the machine body, and the convex stop is provided at the left end of the intermediate gear shaft. There is a gap T1 between the bottom surface of the concave stop and the bottom surface of the convex stop, where 3mm≤T1≤5mm.
[0008] Preferably, the mating positioning length of the convex stop and the concave stop is T2, where 3mm ≤ T2 ≤ 6mm.
[0009] Preferably, the left end of the intermediate gear shaft is configured with a double chamfer structure.
[0010] Preferably, the double chamfer structure includes a first chamfer and a second chamfer, with the second chamfer located to the left of the first chamfer. The axial length of the first chamfer is T3, where 4mm ≤ T3 ≤ 6mm, and the angle of the first chamfer is θ1, where 10° ≤ θ1 ≤ 15°. The axial length of the second chamfer is T4, where 2mm ≤ T4 ≤ 4mm, and the angle of the second chamfer relative to the first chamfer is θ2, where 10° ≤ θ2 ≤ 15°.
[0011] Preferably: Let the total clamping axial force of the clamping bolt be F, the static friction coefficient between the intermediate gear shaft and the washer be μ, and the normal resultant force of the meshing teeth of the double gear transmission be F. n 1.3F n ≤ F*μ≤1.5F n .
[0012] Preferably, the axial tensile stress of the clamping bolt is 0.7 to 0.75 times the yield strength of the clamping bolt.
[0013] Preferably, the intermediate gear shaft is provided with a connected oil inlet channel and an oil return channel. The oil inlet channel includes an axial oil inlet hole and a radial oil inlet hole. The axial oil inlet hole extends axially and is located in the middle of the intermediate gear shaft. The opening of the axial oil inlet hole is located at the left end of the intermediate gear shaft. The radial oil inlet hole is a through hole along the radial direction of the intermediate gear shaft and is connected to the axial oil inlet hole. Oil passage grooves are provided at both ends of the radial oil inlet hole. The oil return channel includes an axial oil return hole, an oil return cavity, and a transition oil return channel. The transition oil return channel connects the axial oil return hole and the oil return cavity. The axial clearance between the inner wall of the gear hole of the double gear and the two bushings forms the oil return cavity.
[0014] Preferably, the depth of the oil passage groove is T5, where 2mm ≤ T5 ≤ 3mm.
[0015] The beneficial effects of this utility model after adopting the above technical solution are:
[0016] This utility model's cantilevered intermediate gear shaft transmission structure, because one end of the intermediate gear shaft is fitted with the machine body's stop structure, and the intermediate gear shaft and gasket are pressed and fixed to the machine body by clamping bolts, forms a cantilever structure, greatly reducing the number of parts. Since there is a thrust clearance between the shaft stop and the right bushing's retaining edge, the thrust clearance is only related to the bushing and the intermediate gear shaft, involving fewer parts, reducing cumulative tolerances, and making it easier to ensure the thrust clearance is within a reasonable range after machining and assembly. This avoids transmission jamming, shaking, and wear failure, and the thrust clearance is easy to measure.
[0017] A gasket is placed between the intermediate gear shaft and the machine body. A clamping bolt secures the intermediate gear shaft, gasket, and machine body together. The gasket is preferably a wear-resistant gasket. The surface of the wear-resistant gasket clamped to the intermediate gear shaft is hardened to improve wear resistance. Once worn, the wear-resistant gasket can be replaced, effectively preventing wear on the machine body.
[0018] An oil inlet channel is arranged on the intermediate gear shaft to lubricate and cool the bushing. An oil return channel is arranged on the intermediate gear shaft to prevent the formation of a dead zone in the oil return cavity at the axial clearance between the left and right bushings, which would lead to poor bushing lubrication and cooling. Attached Figure Description
[0019] Figure 1 This is a schematic diagram of an existing intermediate gear shaft transmission structure;
[0020] Figure 2 This is a front view schematic diagram of the cantilevered intermediate gear shaft transmission structure of this utility model;
[0021] Figure 3 yes Figure 2 Schematic diagram of the cross section at point AA;
[0022] Figure 4 yes Figure 2 Schematic diagram of the cross section at point BB;
[0023] Figure 5 yes Figure 2 Schematic diagram of cross-section at CC;
[0024] Figure 6 This is a schematic diagram of the intermediate gear shaft;
[0025] Figure 7 yes Figure 6 A cross-sectional view;
[0026] In the diagram: 1. Intermediate gear shaft; 11. Shaft stop; 12. Axial oil inlet hole; 13. Radial oil inlet hole; 14. Oil passage groove; 15. Axial oil return hole; 16. Oil return chamber; 17. Transition oil return channel; 2. Double gear; 3. Left bushing; 31. Edge; 4. Right bushing; 5. Machine body; 6. Clamping bolt; 7. Gasket. Detailed Implementation
[0027] The technical solution of this utility model will be described in detail below with reference to the accompanying drawings and specific embodiments to further understand the purpose, solution and effect of this utility model, but it is not intended to limit the scope of protection of the appended claims of this utility model.
[0028] In the description of this utility model, it should be noted that the terms "front", "rear", "center", "upper", "lower", "left", "right", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.
[0029] Furthermore, although terms such as first, second, third, etc., may be used in this document to describe multiple elements, components, regions, layers, and / or segments, these elements, components, regions, layers, and / or segments should not be limited by these terms. These terms may be used only to distinguish one element, component, region, layer, or segment from another. Unless the context clearly indicates otherwise, terms such as "first," "second," and other numerical terms used in this document do not imply order or sequence. Therefore, the first element, component, region, layer, or segment discussed below may be referred to as the second element, component, region, layer, or segment without departing from the teachings of the exemplary embodiments.
[0030] like Figure 2 and Figure 3 As shown, the cantilevered intermediate gear shaft transmission structure includes an intermediate gear shaft 1 and a double gear 2 mounted on the intermediate gear shaft 1. A bushing is provided between the double gear 2 and the intermediate gear shaft 1. The bushing includes a left bushing 3 and a right bushing 4, with an axial clearance between the two bushings. The intermediate gear shaft 1 is fixedly connected to the machine body 5. One end of the intermediate gear shaft 1 is fitted with the stop structure of the machine body 5. A gasket 7 is provided between the intermediate gear shaft 1 and the machine body 5. The bushing includes a cylindrical part and a retaining edge part 31. The cylindrical part is located in the gear hole of the double gear 2. The retaining edge part 31 of the left bushing 3 and the retaining edge part 31 of the right bushing 4 are located on both sides of the double gear 2. A shaft stop 11 is provided at the outer end of the intermediate gear shaft 1. A thrust clearance is provided between the shaft stop 11 and the retaining edge part 31 of the right bushing 4. A clamping bolt 6 fixes the intermediate gear shaft 1, the gasket 7 and the machine body 5.
[0031] The aforementioned gasket 7 is preferably a wear-resistant gasket. The surface of the wear-resistant gasket pressed against the intermediate gear shaft 1 is hardened to improve wear resistance. After wear, the wear-resistant gasket can be replaced, effectively preventing wear on the machine body 5.
[0032] One end of the intermediate gear shaft 1 is fitted with the stop structure of the machine body 5. The intermediate gear shaft 1 and the washer 7 are pressed and fixed to the machine body 5 by the clamping bolt 6, forming a cantilever structure, which greatly reduces the number of parts. Since there is a thrust clearance between the shaft stop 11 and the retaining edge 31 of the right bushing 4, the thrust clearance is only related to the bushing and the intermediate gear shaft 1, involving fewer parts, reducing the cumulative tolerance, making it easy to ensure that the thrust clearance is within a reasonable range after machining and assembly, and it is also easy to measure.
[0033] In some embodiments, such as Figure 3 As shown, the thrust clearance is set to T, with a value of 0.3mm ≤ T ≤ 0.5mm. This not only ensures better transmission but also prevents bearing (bushing) jamming and excessive axial wobble from causing bearing wear during transmission.
[0034] In some embodiments, such as Figure 3 As shown, the stop structure includes a concave stop and a convex stop. The body 5 has a concave stop, and the left end of the intermediate gear shaft 1 has a convex stop. There is a gap T1 between the bottom surface of the concave stop and the bottom surface of the convex stop, where 3mm ≤ T1 ≤ 5mm. The gap T1 should not be too small, otherwise interference will occur, and the size of the thrust clearance T will be affected. Let the mating positioning length of the convex stop and the concave stop be T2, where 3mm ≤ T2 ≤ 6mm. T2 should not be too small, otherwise the intermediate gear shaft 1 will tilt, leading to poor positioning.
[0035] In some embodiments, such as Figure 6 As shown, the left end of the intermediate gear shaft 1 is configured with a double chamfer structure. The double chamfer structure includes a first chamfer and a second chamfer, with the second chamfer located to the left of the first chamfer. Let the axial length of the first chamfer be T3, where 4mm ≤ T3 ≤ 6mm, and the angle of the first chamfer be θ1, where 10° ≤ θ1 ≤ 15°. Let the axial length of the second chamfer be T4, where 2mm ≤ T4 ≤ 4mm, and the angle of the second chamfer relative to the first chamfer be θ2, where 10° ≤ θ2 ≤ 15°. This double chamfer structure facilitates assembly, allowing the left end of the intermediate gear shaft 1 to be easily inserted into the recessed stop of the machine body 5.
[0036] In some embodiments, the total clamping axial force of the clamping bolt 6 is F, the static friction coefficient between the intermediate gear shaft 1 and the washer 7 is μ, and the normal resultant force of the meshing teeth of the double gear transmission is F. n 1.3F n ≤F*μ≤1.5F n This ensures that the clamping bolt 6 reliably clamps the intermediate gear shaft 1. Furthermore, the axial tensile stress of the clamping bolt 6 is 0.7 to 0.75 times its yield strength, achieving a good anti-loosening and reliable fastening safety factor.
[0037] In some embodiments, such as Figures 4 to 5As shown, the intermediate gear shaft 1 is provided with a connected oil inlet channel and an oil return channel. The oil inlet channel includes an axial oil inlet hole 12 and a radial oil inlet hole 13. The axial oil inlet hole 12 extends axially and is located in the middle of the intermediate gear shaft 1. The opening of the axial oil inlet hole 12 is located at the left end of the intermediate gear shaft 1. The radial oil inlet hole 13 is a through hole along the radial direction of the intermediate gear shaft 1 and is connected to the axial oil inlet hole 12. Oil passage grooves 14 are provided at both ends of the radial oil inlet hole 13. The oil return channel includes an axial oil return hole 15, an oil return cavity 16 and a transition oil return channel 17. The transition oil return channel 17 connects the axial oil return hole 15 and the oil return cavity 16. The axial clearance between the inner wall of the gear hole of the double gear and the two bushings forms the oil return cavity 16.
[0038] An oil inlet channel is arranged on the intermediate gear shaft 1 to lubricate and cool the bushing. An oil return channel is arranged on the intermediate gear shaft 1 to prevent the oil return chamber 16 at the axial clearance between the left bushing 3 and the right bushing 4 from forming a dead zone, which would lead to poor lubrication and cooling of the bushing.
[0039] like Figure 7 As shown, the depth of the oil passage groove 14 is T5, where 2mm ≤ T5 ≤ 3mm, which can greatly improve the oil intake of the bushing. The length T6 of the oil passage groove 14 from the edge to the effective mating point of the bushing is controlled between 13mm and 17mm, so that the edge of the bushing mating with the intermediate gear shaft 1 is well oiled, thus improving the lubrication of the bushing.
[0040] In summary, the cantilevered intermediate gear shaft transmission structure of this utility model, in which one end of the intermediate gear shaft is fitted with the machine body's stop structure, and the intermediate gear shaft and gasket are clamped and fixed to the machine body by clamping bolts, forms a cantilever structure, which greatly reduces the number of parts. Since the thrust clearance is only related to the bushing and the intermediate gear shaft, the number of parts involved is small, reducing the cumulative tolerance. After machining and assembly, it is easy to ensure that the thrust clearance is within a reasonable range, and it is also easy to measure.
[0041] This utility model is not limited to the above embodiments. All improvements made based on the concept, principle, structure and method of this utility model are within the protection scope of this utility model.
Claims
1. A cantilevered intermediate gear shaft transmission structure, comprising an intermediate gear shaft (1) and a double gear (2) mounted on the intermediate gear shaft (1), wherein a bushing is provided between the double gear (2) and the intermediate gear shaft (1); the bushing comprises a left bushing (3) and a right bushing (4), with an axial clearance between the two bushings, and the intermediate gear shaft (1) is fixedly connected to a machine body (5), characterized in that: One end of the intermediate gear shaft (1) is fitted with the stop structure of the machine body (5). A gasket (7) is provided between the intermediate gear shaft (1) and the machine body (5). The bushing includes a cylindrical part and a retaining edge part (31). The cylindrical part is located in the gear hole of the double gear (2). The retaining edge part (31) of the left bushing (3) and the retaining edge part (31) of the right bushing (4) are located on both sides of the double gear (2). A shaft stop (11) is provided at the outer end of the intermediate gear shaft (1). A thrust clearance is provided between the shaft stop (11) and the retaining edge part (31) of the right bushing (4). The clamping bolt (6) fixes the intermediate gear shaft (1), the gasket (7) and the machine body (5) in place.
2. The cantilevered intermediate gear shaft transmission structure as described in claim 1, characterized in that: Let the thrust clearance be T, where 0.3mm ≤ T ≤ 0.5mm.
3. The cantilevered intermediate gear shaft transmission structure as described in claim 2, characterized in that: The stop structure includes a concave stop and a convex stop. The concave stop is provided on the body (5), and the convex stop is provided at the left end of the intermediate gear shaft (1). There is a gap T1 between the bottom surface of the concave stop and the bottom surface of the convex stop, where 3mm≤T1≤5mm.
4. The cantilevered intermediate gear shaft transmission structure as described in claim 3, characterized in that: Let the mating positioning length of the convex stop and the concave stop be T2, where 3mm≤T2≤6mm.
5. The cantilevered intermediate gear shaft transmission structure as described in claim 4, characterized in that: The left end of the intermediate gear shaft (1) is configured with a double chamfer structure.
6. The cantilevered intermediate gear shaft transmission structure as described in claim 5, characterized in that: The double chamfer structure includes a first chamfer and a second chamfer, with the second chamfer located to the left of the first chamfer. Let the axial length of the first chamfer be T3, where 4mm ≤ T3 ≤ 6mm, and the angle of the first chamfer be θ1, where 10° ≤ θ1 ≤ 15°. Let the axial length of the second chamfer be T4, where 2mm ≤ T4 ≤ 4mm, and the angle of the second chamfer relative to the first chamfer be θ2, where 10° ≤ θ2 ≤ 15°.
7. The cantilevered intermediate gear shaft transmission structure as described in claim 6, characterized in that: Let the total clamping axial force of the clamping bolt (6) be F, the static friction coefficient between the intermediate gear shaft (1) and the washer (7) be μ, and the normal resultant force of the meshing teeth of the double gear (2) be F. n , 1.3F n ≤F*μ≤1.5F n .
8. The cantilevered intermediate gear shaft transmission structure as described in claim 1, characterized in that: The axial tensile stress of the clamping bolt (6) is 0.7 to 0.75 times the yield strength of the clamping bolt (6).
9. The cantilevered intermediate gear shaft transmission structure as described in claim 4, characterized in that: The intermediate gear shaft (1) is provided with a connected oil inlet channel and an oil return channel. The oil inlet channel includes an axial oil inlet hole (12) and a radial oil inlet hole (13). The axial oil inlet hole (12) extends axially and is located in the middle of the intermediate gear shaft (1). The opening of the axial oil inlet hole (12) is located at the left end of the intermediate gear shaft (1). The radial oil inlet hole (13) is a through hole along the radial direction of the intermediate gear shaft (1) and is connected to the axial oil inlet hole (12). Oil passage grooves (14) are provided at both ends of the radial oil inlet hole (13). The oil return channel includes an axial oil return hole (15), an oil return cavity (16), and a transition oil return channel (17). The transition oil return channel (17) connects the axial oil return hole (15) and the oil return cavity (16). The axial clearance between the inner wall of the gear hole of the double gear (2) and the two bushings forms the oil return cavity (16).
10. A cantilevered intermediate gear shaft transmission structure as described in claim 9, characterized in that: [the structure is described in the original text]. The depth of the oil passage groove (14) is T5, 2mm≤T5≤3mm.