Transmission mechanism and driving system

Abstract

A transmission mechanism (100), comprising: a differential assembly, an adapter shaft (11), a half-shaft connector and a coupling sleeve (13). The differential assembly at least comprises a differential housing (101) and side gears (102); the adapter shaft (11) is arranged in the differential housing (101) and is in transmission connection with the side gears (102); the coupling sleeve (13) is simultaneously sleeved on the differential housing (101) and a half-shaft connecting shaft (12), and can slide in the axial direction; and in response to the coupling sleeve (13) sliding to different positions, the transmission mechanism (100) is in different operating conditions. By means of the provision of the coupling sleeve (13) slidably sleeved on the differential housing (101) and the half-shaft connecting shaft (12), the transmission mechanism (100) can be switched among three operating conditions. Thus, by changing the power transmission mode of the half-shaft connecting shaft (12), the transmission mechanism (100) can be adapted to various vehicle condition environments, and has the advantages of compact part arrangement and a small number of parts, thereby helping to improve product lightweighting and reduce costs. Further disclosed is a driving system.

Description

A transmission mechanism and drive system Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a transmission mechanism and drive system. Background Technology

[0002] The power requirements and energy consumption requirements for pure electric new energy vehicles are becoming increasingly stringent. Four-wheel drive vehicles are equipped with both front and rear electric drive systems, but in most operating conditions, only one electric drive system is needed to meet the demand. This necessitates that the electric axle have the function of disconnecting power transmission from the wheels to reduce towing losses and improve efficiency. In some extreme conditions, when one wheel slips, power cannot be transmitted to the wheel with good traction. If the slipping wheel is directly connected to the differential housing, power will be transmitted to both wheels, providing better traction in difficult situations.

[0003] The transmission system in the relevant technology cannot simultaneously achieve power disengagement and differential lock functions on a single mechanism. If integrated on the electric drive, it will result in a large mechanical integration space, a large number of parts, and low integration.

[0004] Therefore, there is an urgent need for a transmission mechanism and drive system. Summary of the Invention

[0005] The purpose of this invention is to provide a transmission mechanism and drive system. By incorporating a sliding sleeve that is fitted between the differential housing and the half-shaft connecting shaft, the transmission mechanism can switch between three operating conditions. This allows for changes in the power transmission method of the half-shaft connecting shaft, making the transmission mechanism adaptable to various vehicle conditions. It features a compact component layout and fewer parts, contributing to product weight reduction and cost reduction. Furthermore, the sleeve's placement between the half-shaft connector and the differential housing, compared to a structure placed at the intermediate shaft location, results in less drag loss and higher efficiency when power is disconnected, thus improving the vehicle's driving range.

[0006] This invention discloses a transmission mechanism, which includes:

[0007] A differential assembly, comprising at least a differential housing and a half-shaft gear;

[0008] The adapter shaft is located inside the differential housing and is connected to the half-shaft gear transmission.

[0009] A half-shaft connecting shaft is used to connect the wheel end half-shaft; and

[0010] The connecting sleeve is fitted onto both the differential housing and the half-shaft connecting shaft, and can slide along the axial direction;

[0011] The transmission mechanism is in different working conditions when the connecting sleeve slides to different positions.

[0012] Furthermore, when in the first working condition, the coupling sleeve slides to the first preset position to simultaneously drive and connect with the adapter shaft and the half-shaft connecting shaft; when in the second working condition, the coupling sleeve slides axially to the second preset position to disengage from the half-shaft connecting shaft; when in the third working condition, the coupling sleeve slides axially to the third preset position to simultaneously drive and connect with the differential housing and the half-shaft connecting shaft.

[0013] Furthermore, the first operating condition is a normally closed connection, the second operating condition is a power disconnection, and the third operating condition is a differential lock.

[0014] Furthermore, the coupling sleeve includes a first transmission part, a disengagement part, and a second transmission part, wherein the first transmission part, the disengagement part, and the second transmission part are arranged sequentially along the axial direction;

[0015] Specifically, in the first operating condition, the first transmission part is driven to the adapter shaft, and the second transmission part is driven to the half-shaft connecting shaft; in the second operating condition, the disengagement part and the connecting part of the half-shaft connecting shaft correspond to each other, so that the coupling sleeve is disengaged from the half-shaft connecting shaft; in the third operating condition, the first transmission part is driven to the differential housing, and the second transmission part is driven to the half-shaft connecting shaft.

[0016] Furthermore, the coupling sleeve has an annular structure, the first transmission part is a first internal spline arranged inside the coupling sleeve, the second transmission part is a second internal spline arranged inside the coupling sleeve, and the disengagement part is a segmented groove arranged between the first internal spline and the second internal spline.

[0017] Furthermore, the connecting sleeve has a ring-shaped structure, the first transmission part is a first canine tooth part arranged inside the connecting sleeve, the second transmission part is a second canine tooth part arranged inside the connecting sleeve, and the disengagement part is a segmented groove arranged between the first canine tooth part and the second canine tooth part.

[0018] Furthermore, the differential assembly also includes a tapered bearing and a locking gear ring. The tapered bearing is sleeved on the differential housing to support the rotation of the differential housing. The locking gear ring is sleeved on the differential housing and is connected to the differential housing via a spline.

[0019] When in the third working condition, the coupling sleeve slides axially to the third preset position to drive the differential housing through the locking gear ring.

[0020] Furthermore, the differential assembly also includes a retaining ring disposed on one axial side of the locking gear ring for axial positioning of the locking gear ring.

[0021] Furthermore, it also includes a gear hub, which is sleeved on the adapter shaft. When in the first working condition or the second working condition, the coupling sleeve slides axially to the first preset position or the second preset position to achieve a transmission connection with the adapter shaft through the gear hub.

[0022] Furthermore, it also includes a support bearing, which is press-fitted onto one end of the adapter shaft away from the half-shaft gear to support the rotation of the adapter shaft, and the support bearing abuts against one side of the gear hub.

[0023] The present invention further discloses a driving system, which includes:

[0024] The transmission mechanism described above; and

[0025] An actuator is connected to the coupling sleeve to drive the coupling sleeve to slide.

[0026] The transmission mechanism and drive system provided by the present invention have at least the following beneficial effects, including but not limited to:

[0027] 1) By setting a sliding sleeve on the differential housing and the half-shaft connecting shaft, the transmission mechanism can switch between three working conditions. By changing the power transmission mode of the half-shaft connecting shaft, the transmission mechanism can adapt to various vehicle conditions. It has the advantages of compact parts layout and fewer parts, which helps to improve product weight reduction and reduce costs.

[0028] 2) The transmission mechanism places the coupling sleeve between the half-shaft connector and the differential housing. Compared with the structure placed at the intermediate shaft position, when the power is disconnected, the product formed by this transmission mechanism has less drag loss and higher efficiency, which is conducive to improving the overall vehicle range. Attached Figure Description

[0029] This specification will be further described by way of exemplary embodiments, which will be described in detail with reference to the accompanying drawings. These embodiments are not limiting; in these embodiments, the same reference numerals denote the same structures, wherein:

[0030] Figure 1 is a schematic diagram of the transmission mechanism in the normally closed connection state provided in an embodiment of the present invention;

[0031] Figure 2 is a schematic diagram of the transmission mechanism in the power disconnection state provided in an embodiment of the present invention;

[0032] Figure 3 is a schematic diagram of the transmission mechanism in the differential lock state provided in an embodiment of the present invention;

[0033] Figure 4 is a schematic diagram of the structure of the connecting sleeve provided in an embodiment of the present invention.

[0034] Icons: 100-Transmission mechanism; 101-Differential housing; 102-Half-shaft gear; 103-Tapered bearing; 104-Locking gear ring; 105-Snap ring; 11-Adapter shaft; 12-Half-shaft connecting shaft; 13-Connecting sleeve; 131-First transmission part; 132-Disengagement part; 133-Second transmission part; 14-Gear hub; 15-Support bearing. Detailed Implementation

[0035] The following specific examples illustrate the implementation of the present invention. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0036] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the illustrations only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0037] Referring to Figures 1-4, this embodiment provides a transmission mechanism 100, which includes a differential assembly, an adapter shaft 11, a half-shaft connector, and a coupling sleeve 13. The differential assembly includes at least a differential housing 101 and a half-shaft gear 102; the adapter shaft 11 is arranged inside the differential housing 101 and is drively connected to the half-shaft gear 102; the half-shaft connector 12 is used to connect the wheel-end half-shaft; the coupling sleeve 13 is sleeved on both the differential housing 101 and the half-shaft connector 12 and can slide in the axial direction; wherein, in response to the coupling sleeve 13 sliding to different positions, the transmission mechanism 100 is in different operating states.

[0038] In this embodiment, when in the first working condition, the coupling sleeve 13 slides to the first preset position to simultaneously drive and connect with the adapter shaft 11 and the half-shaft connecting shaft 12; when in the second working condition, the coupling sleeve 13 slides along the axial direction to the second preset position to disengage from the half-shaft connecting shaft 12; when in the third working condition, the coupling sleeve 13 slides along the axial direction to the third preset position to simultaneously drive and connect with the differential housing 101 and the half-shaft connecting shaft 12.

[0039] It should be noted that the axial direction refers to the direction of the central axis of the adapter shaft 11 (as shown in Figure 1), and it can also be the direction of the central axis of the half-shaft connecting shaft 12. In this embodiment, the half-shaft gear 102 and the adapter shaft 11 are connected by gear engagement.

[0040] It is worth noting that the transmission mechanism 100 can switch between three working conditions by setting a connecting sleeve 13 that slides on the differential housing 101 and the half-shaft connecting shaft 12. By changing the power transmission mode of the half-shaft connecting shaft 12, the transmission mechanism 100 can adapt to various vehicle conditions. It has the advantages of compact parts arrangement and fewer parts, which helps to improve product weight reduction and reduce costs.

[0041] It is also worth noting that the transmission mechanism 100 arranges the coupling sleeve 13 between the half-shaft connector and the differential housing 101. Compared with the structure arranged at the intermediate shaft position, when the power is disconnected, the product formed by the transmission mechanism 100 has less drag loss and higher efficiency, which is conducive to improving the overall vehicle range.

[0042] In some embodiments, the first operating condition is a normally closed connection, the second operating condition is a power disconnection, and the third operating condition is a differential lock.

[0043] It's worth noting that the first operating condition is a normally closed connection state, where power can be transmitted to the wheels. This condition can be applied during normal vehicle driving (urban, highway, etc.) and has the advantages of simple and stable structure, continuous transmission of driving force, and the ability to enter this state without additional control (it can be the default connection state). The second operating condition is a power disconnect state, which enables power disengagement. This is suitable for single-wheel drive / energy-saving mode during high-speed cruising, vehicle coasting, downhill or kinetic energy recovery phases, and the "wheel-end disconnection" strategy in electric vehicles. It has the advantages of reducing energy consumption, reducing internal friction of the differential assembly, and improving the range of electric vehicles. The third operating condition is a differential lock state, which improves the vehicle's ability to get out of trouble. It is suitable for off-road, icy and snowy roads, cross-axle situations, mud, etc. In this state, when one wheel slips or spins, the other side can still receive driving force. It has the advantages of improving the vehicle's ability to get out of trouble and improving driving stability under extreme conditions.

[0044] It is also worth noting that the switching between the three operating conditions can rely on the same coupling sleeve 13, making the transmission mechanism 100 highly integrated. This eliminates the need for additional differential lock modules, disconnection devices, etc., simplifying the system and contributing to weight reduction and lower manufacturing costs. Simultaneously, it balances efficient daily driving, energy-saving control, and extreme off-road capability.

[0045] Please refer to Figure 4 again. The coupling sleeve 13 includes a first transmission part 131, a disengagement part 132 and a second transmission part 133, which are arranged sequentially along the axial direction.

[0046] Specifically, in the first operating condition, the first transmission part 131 is connected to the adapter shaft 11, and the second transmission part 133 is connected to the half-shaft connecting shaft 12; in the second operating condition, the disengagement part 132 and the connecting part of the half-shaft connecting shaft 12 correspond to each other, so that the coupling sleeve 13 and the half-shaft connecting shaft 12 are disengaged; in the third operating condition, the first transmission part 131 is connected to the differential housing 101, and the second transmission part 133 is connected to the half-shaft connecting shaft 12.

[0047] It is worth noting that axial sliding is a relatively simple and direct execution method. It does not require complex rotation, angle, spring loading and other mechanisms. Setting the coupling sleeve 13 as multiple functional areas arranged along the axial direction can facilitate compact space arrangement. It has the advantages of fast response and high reliability. Different working conditions can be achieved simply by sliding the coupling sleeve 13 to a specific position. The control logic corresponding to this structure is clear and explicit, which is conducive to mass production in industry.

[0048] In one embodiment of some examples, the coupling sleeve 13 has an annular structure, the first transmission part 131 is a first internal spline arranged in the coupling sleeve 13, the second transmission part 133 is a second internal spline arranged in the coupling sleeve 13, and the disengagement part 132 is a segmented groove arranged between the first internal spline and the second internal spline.

[0049] As can be understood, as shown in Figure 4, the first and second transmission parts 131 and 133 adopt an internal spline structure, which can mesh with the external splines on the gear hub 14, the half-shaft connecting shaft 12, or the locking gear ring 104. This provides advantages such as high transmission efficiency and strong impact resistance. Furthermore, spline transmission exhibits good axial self-guiding and wear resistance, making it suitable for high-frequency, multi-switching operating conditions. Compared to friction-type and toothed connection structures, it has a longer service life and more stable torque transmission. Simultaneously, a "segmented groove" 132 is provided between the two transmission parts as a disengagement part. When the engaging sleeve 13 slides to this position, the inner wall has no meshing teeth, ensuring complete disengagement from the external spline shaft (the external spline on the half-shaft connecting shaft 12), achieving a disconnected state, avoiding mis-meshing or residual torque transmission, and improving idling efficiency under disconnected operating conditions.

[0050] In another embodiment of some embodiments, the connecting sleeve 13 is a ring structure, the first transmission part 131 is a first canine tooth part arranged in the connecting sleeve 13, the second transmission part 133 is a second canine tooth part arranged in the connecting sleeve 13, and the disengagement part 132 is a segmented groove arranged between the first canine tooth part and the second canine tooth part.

[0051] Understandably, the dog tooth structure has the advantages of simple shape, strong meshing rigidity, and high shear resistance, making it suitable for connection scenarios that require instantaneous transmission of high torque, such as differential locks and power output. Compared with friction plate or sliding spline structures, dog tooth meshing has a more direct mechanical engagement, no slippage, and low torque loss, enabling fast and reliable mechanical connections.

[0052] In some embodiments, the differential assembly further includes a tapered bearing 103 and a locking gear ring 104. The tapered bearing 103 is sleeved on the differential housing 101 to support the rotation of the differential housing 101. The locking gear ring 104 is sleeved on the differential housing 101 and is connected to the differential housing 101 via a spline. In the third operating condition, the coupling sleeve 13 slides axially to a third preset position to be connected to the differential housing 101 via the locking gear ring 104.

[0053] It is worth noting that the tapered bearing 103, by being sleeved on the differential housing 101, can support the rotation of the differential housing 101, effectively reducing friction and ensuring the stability of the internal components of the differential assembly under high load conditions. It can withstand large radial and axial loads, effectively supporting the operation of the differential assembly and avoiding deviations or vibrations caused by long-term operation, thus improving the durability and stability of the system. In addition, the locking gear ring 104 is connected to the differential housing 101 via a spline. When entering the third operating condition (differential locking state), the locking gear ring 104 is simultaneously connected to both the differential housing 101 and the coupling sleeve 13, thereby realizing the locking function of the transmission mechanism 100.

[0054] Optionally, the differential assembly also includes a retaining ring 105, which is disposed on one axial side of the locking gear ring 104 for axially limiting the locking gear ring 104.

[0055] Specifically, the retaining ring 105, by being positioned on one axial side of the locking gear ring 104, can effectively limit the axial displacement of the locking gear ring 104, ensuring that the locking gear ring 104 does not experience axial displacement or loosening during operation, thus guaranteeing the safety and stability of the system.

[0056] In some embodiments, a gear hub 14 is further included, which is sleeved on the adapter shaft 11. When in a first working condition or a second working condition, the coupling sleeve 13 slides along the axial direction to a first preset position or a second preset position to drive the adapter shaft 11 through the gear hub 14.

[0057] In some embodiments, a support bearing 15 is also included. The support bearing 15 is press-fitted onto one end of the adapter shaft 11 away from the half-shaft gear 102 to support the rotation of the adapter shaft 11, and the support bearing 15 abuts against one side of the gear hub 14.

[0058] It is worth noting that the support bearing 15 is installed at one end of the adapter shaft 11 by interference fit, which can effectively support the rotation of the adapter shaft 11 and prevent the adapter shaft 11 from shifting axially or radially during operation; at the same time, the support bearing 15 can play an axial limiting role for the gear hub 14 by directly contacting the gear hub 14.

[0059] This invention further discloses a drive system comprising the transmission mechanism 100 and the actuator as described above. The actuator is connected to the coupling sleeve 13 to drive the coupling sleeve 13 to slide. This drive system has all the beneficial effects of the actuator.

[0060] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

[0061] Throughout this description, numerous specific details, such as examples of components and / or methods, are provided to provide a complete understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention may be practiced without one or more of these specific details or by other devices, systems, components, methods, parts, materials, components, etc. In other instances, well-known structures, materials, or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

[0062] Throughout this specification, references to "an embodiment," "an embodiment," or "a specific embodiment" mean that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of the invention, but not necessarily in all embodiments. Therefore, the various representations of the phrases "in one embodiment," "in an embodiment," or "in a specific embodiment" in different places throughout the specification do not necessarily refer to the same embodiment. Furthermore, a particular feature, structure, or characteristic of any specific embodiment of the invention can be combined with one or more other embodiments in any suitable manner. It should be understood that other variations and modifications of the invention and the embodiments shown herein may be based on the teachings herein and will be considered part of the spirit and scope of the invention.

[0063] It should also be understood that one or more of the elements shown in the figures may be implemented in a more separate or more integrated manner, or may even be removed because they are inoperable in certain circumstances or provided because they may be useful for a particular application.

[0064] Furthermore, unless otherwise expressly stated, any arrows in the accompanying drawings should be considered illustrative only and not limiting. Additionally, unless otherwise stated, the term "or" as used herein is generally intended to mean "and / or". Where a term is anticipated to provide a separation or combination capability that is unclear, a combination of components or steps will also be considered as indicated.

[0065] As used herein and throughout the claims below, unless otherwise specified, “a” and “the” include the plural references. Similarly, as used herein and throughout the claims below, unless otherwise specified, “in” means “in” and “on”.

[0066] The above description of the embodiments shown in this invention (including the content in the specification summary) is not intended to be exhaustive or to limit the invention to the precise forms disclosed herein. Although specific embodiments and examples of the invention have been described herein for illustrative purposes only, various equivalent modifications are possible within the spirit and scope of the invention, as will be recognized and understood by those skilled in the art. As indicated, these modifications can be made to the invention in accordance with the above description of the embodiments, and such modifications will be within the spirit and scope of the invention.

[0067] This document has generally described the systems and methods in detail to aid in understanding the invention. Furthermore, various specific details have been set forth to provide a general understanding of embodiments of the invention. However, those skilled in the art will recognize that embodiments of the invention can be practiced without one or more specific details, or using other means, systems, accessories, methods, components, materials, parts, etc. In other instances, well-known structures, materials, and / or operations have not been specifically shown or described in detail to avoid obscuring aspects of embodiments of the invention.

Claims

1. A transmission mechanism, characterized in that, include: A differential assembly, comprising at least a differential housing and a half-shaft gear; The adapter shaft is located inside the differential housing and is connected to the half-shaft gear transmission. A half-shaft connecting shaft, used to connect the wheel end half-shaft; and The connecting sleeve is simultaneously fitted onto the differential housing and the half-shaft connecting shaft, and can slide along the axial direction; The transmission mechanism is in different working conditions when the connecting sleeve slides to different positions.

2. The transmission mechanism according to claim 1, characterized in that, When in the first working condition, the coupling sleeve slides to the first preset position to simultaneously drive and connect with the adapter shaft and the half-shaft connecting shaft; when in the second working condition, the coupling sleeve slides along the axial direction to the second preset position to disengage from the half-shaft connecting shaft; when in the third working condition, the coupling sleeve slides along the axial direction to the third preset position to simultaneously drive and connect with the differential housing and the half-shaft connecting shaft.

3. The transmission mechanism according to claim 2, characterized in that, The first operating condition is a normally closed connection, the second operating condition is a power disconnection, and the third operating condition is a differential lock.

4. The transmission mechanism according to claim 2, characterized in that, The coupling sleeve includes a first transmission part, a disengagement part, and a second transmission part, wherein the first transmission part, the disengagement part, and the second transmission part are arranged sequentially along the axial direction; Specifically, when in the first operating condition, the first transmission part is driven to the adapter shaft, and the second transmission part is driven to the half-shaft connecting shaft; when in the second operating condition, the disengagement part and the connecting part of the half-shaft connecting shaft correspond to each other, so that the coupling sleeve is disengaged from the half-shaft connecting shaft; when in the third operating condition, the first transmission part is driven to the differential housing, and the second transmission part is driven to the half-shaft connecting shaft.

5. The transmission mechanism according to claim 4, characterized in that, The coupling sleeve has a ring-shaped structure. The first transmission part is a first internal spline arranged inside the coupling sleeve, the second transmission part is a second internal spline arranged inside the coupling sleeve, and the disengagement part is a segmented groove arranged between the first internal spline and the second internal spline.

6. The transmission mechanism according to claim 4, characterized in that, The connecting sleeve has a ring-shaped structure. The first transmission part is a first canine tooth part arranged inside the connecting sleeve, the second transmission part is a second canine tooth part arranged inside the connecting sleeve, and the disengagement part is a segmented groove arranged between the first canine tooth part and the second canine tooth part.

7. The transmission mechanism according to claim 2, characterized in that, The differential assembly also includes a tapered bearing and a locking gear ring. The tapered bearing is sleeved on the differential housing to support the rotation of the differential housing. The locking gear ring is sleeved on the differential housing and is connected to the differential housing via a spline. When in the third working condition, the coupling sleeve slides along the axial direction to the third preset position to drive the differential housing through the locking gear ring.

8. The transmission mechanism according to claim 7, characterized in that, The differential assembly also includes a retaining ring disposed on one axial side of the locking gear ring for axial positioning of the locking gear ring.

9. The transmission mechanism according to claim 2, characterized in that, It also includes a gear hub, which is sleeved on the adapter shaft. When in the first working condition or the second working condition, the coupling sleeve slides along the axial direction to the first preset position or the second preset position to drive the connection between the gear hub and the adapter shaft.

10. The transmission mechanism according to claim 9, characterized in that, It also includes a support bearing, which is press-fitted onto one end of the adapter shaft away from the half-shaft gear to support the rotation of the adapter shaft, and the support bearing abuts against one side of the gear hub.

11. The transmission mechanism according to claim 10, characterized in that, The support bearing provides axial positioning for the gear hub through direct contact with it.

12. The transmission mechanism according to claim 5 or 6, characterized in that, The disengagement part ensures that the coupling sleeve is completely disengaged from the half-shaft connecting shaft in the second working condition, avoiding mis-engagement or residual torque transmission.

13. The transmission mechanism according to claim 1, characterized in that, The axial direction is the direction of the central axis of the adapter shaft or the central axis of the half-shaft connecting shaft.

14. A drive system, characterized in that, include: The transmission mechanism as described in any one of claims 1-13; and An actuator is connected to the coupling sleeve to drive the coupling sleeve to slide.

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