CN201800542U - Energy-saving driving device for double-rear axle commercial vehicle - Google Patents
Energy-saving driving device for double-rear axle commercial vehicle Download PDFInfo
- Publication number
- CN201800542U CN201800542U CN2009200949834U CN200920094983U CN201800542U CN 201800542 U CN201800542 U CN 201800542U CN 2009200949834 U CN2009200949834 U CN 2009200949834U CN 200920094983 U CN200920094983 U CN 200920094983U CN 201800542 U CN201800542 U CN 201800542U
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- axle
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- gear
- tooth cover
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Abstract
A part-time driving device for a double-rear axle commercial vehicle belongs to the field of commercial vehicle chassis transmission. The utility model aims to provide a part-time driving device for a double-rear axle commercial vehicle, which enables a driver to appropriately shift driving modes according to actual road conditions, that is to achieve timely shift between single-axle drive and double-axle drive. The utility model is characterized in that an input flange shaft and a through shaft are connected respectively with a flange shaft spline and a through shaft spline through a large gear sleeve, a clearance groove is formed in the large gear sleeve, the clearance groove is longer than the through shaft spline, the large gear sleeve is connected with a small gear sleeve through a round taper key, a pneumatic shifting fork is connected with the large gear sleeve, the through shaft passes through an inter-axle differential, the small gear sleeve is meshed with the front bevel gear of the inter-axle differential in a sliding manner, an upper end male spline of a driving cylindrical gear is meshed with the rear bevel gear of the inter-axle differential, and an inter-axle differential gear sleeve is separated from or meshed with a lower end spline of the driving cylindrical gear in a sliding manner. The driving device directly transfers the torque from an engine to a drive axle in need of part-time drive, while an additionally installed dead axle wheel rim engaging and disengaging device stops the half shaft of a dead axle from being meshed with a hub.
Description
Technical field:
The utility model belongs to commercial car chassis transmission field.
Background technology:
The dual-rear axle commercial automobile driving system all is to adopt full-time actuation techniques scheme at present, its weak point is: no matter whether road conditions need in running car, two back axles are operated under the full-time driving condition always, although the doube bridge gear ratio is identical, but the relative girth that participates in four groups of tires of driving is discrepant, add engaged transmission between the axle, gear of too many levels, this is on record for power and the oil consumption severe attrition in the torque transfer process.When reality is used, comprise that engineering truck on average should have the riving condition of 85% above mileage can use single bridge drive pattern to satisfy the operation needs.
Summary of the invention:
The purpose of this utility model is to solve above-mentioned shortcoming, makes the navigating mate can be according to the concrete road conditions of driving, and conversion drive mode in good time promptly can use timesharing drive pattern list bridge to drive and doube bridge drives the dual-rear axle commercial automobile of changing at any time and can save energy actuating device.
The utility model concrete structure is:
The utility model first scheme: comprise input bead, input bead axle, active cylindrical wheel, the tooth cover that cooperates with the active cylindrical wheel, driven cylindrical gear, jackshaft, curved tooth axle, thru shaft composition,
A, input bead axle are connected with the thru shaft spline with the bead male splines respectively by the canine tooth cover with thru shaft, in the canine tooth cover, be provided with place's undercut, undercut is greater than thru shaft spline length, puts by circular wedge key at canine tooth to be connected with little tooth cover, and air fork overlaps with canine tooth and is connected;
B, run through in the middle of the interaxle differential at thru shaft, little tooth cover slide with interaxle differential before the bevel gear engagement;
C, active cylindrical wheel upper end male splines are meshed with the back bevel gear of interaxle differential;
D, the slip of interaxle differential tooth cover separate with active cylindrical wheel lower end spline or mesh.
Second kind of scheme of the utility model:
Initiatively input gear is installed, initiatively the male splines of input gear lower end and the female splines sliding engaged that is installed in the input tooth set upper side on the curved tooth axle on a, the bead input shaft;
B, initiatively input gear and the engagement of driven input gear, driven input gear is installed on the castellated shaft of interaxle differential, bevel gear female splines engagement before the spline of thru shaft and the interaxle differential, the female splines engagement of the upper end male splines of active cylindrical wheel and the back bevel gear of interaxle differential, the female splines of shaft space difference speed lock tooth cover and the lower end male splines sliding engaged of active cylindrical wheel;
C, initiatively cylindrical wheel and driven cylindrical gear engagement;
D, driven cylindrical gear and curved tooth cover run through, driven cylindrical gear lower end male splines and tooth cover sliding engaged;
E, input tooth cover and the interlock of tooth cover.
The third scheme of the utility model:
Initiatively input gear is installed on a, the bead input shaft, initiatively the male splines of input gear lower end be installed in the female splines sliding engaged that the input tooth on the curved tooth axle puts;
B, initiatively input gear and the engagement of driven input gear, driven input gear is installed on the poor input shaft spline, the interior center cross female splines of axle difference input shaft and interaxle differential is meshed, interaxle differential is installed in the initiatively lower end of cylindrical wheel, back bevel gear female splines engagement in thru shaft and the interaxle differential, initiatively cylindrical wheel and driven cylindrical gear engagement, driven cylindrical gear runs through on the curved tooth axle, tooth cover and the interlock of input tooth cover;
The preceding bevel gear of c, active cylindrical wheel and interaxle differential is fixed as one, the preceding bevel gear male splines sliding engaged of shaft space difference speed lock tooth cover and interaxle differential.
The utility model jackshaft semiaxis outer end is a non-driving wheel limit arrangement of clutch.
The utility model rear axle shaft outer end is a non-driving wheel limit arrangement of clutch.
The utility model makes the moment of torsion from driving engine directly be transferred to a certain drive axle that needs timesharing to drive, be installed in non-powered axle wheel limit arrangement of clutch simultaneously, make the semiaxis and the wheel hub de-mesh of non-powered axle, make the semiaxis of the former drive system of this bridge, diff, retarder, thru shaft, interaxle differential, the active cylindrical wheel, drive disk assemblies such as driven cylindrical gear are all thrown off with driving system, do not participate in transmission, can not only realize reducing the idle wearing and tearing of parts, the more important thing is with the full drive pattern of doube bridge and compare, the fuel-economizing effect that highly significant is arranged
1, changed in the conventional art moment of torsion elder generation input interaxle differential, distribute to initiatively cylindrical wheel and thru shaft by interaxle differential, and then transfer to jackshaft and back axle respectively, and the technology path of full-time on this kind drive pattern, but two axles are connected with a joggle with the tooth cover, make engine torque direct drive jackshaft or back axle, all the other drive disk assemblies all do not participate in transmission and engagement.When road conditions need two back axles to drive simultaneously, drag the tooth cover by air fork, making the torque transfer route change over the conventional art state is shaft space difference speed doube bridge driving condition.
2, the utility model is simple in structure, be easy to make, and with low cost, bogie unit in existing market is compared, only need do seldom parts change and interpolation, can realize, and be easy to realize coupling with through two axle assemblies that drive of any brand of existing market.Its positive effect is to save fuel oil and effect is very obvious, has good social benefit and economic benefit.
Description of drawings:
Fig. 1 is first kind of scenario-frame scheme drawing of the utility model;
Fig. 2 be in first kind of scheme of the utility model canine tooth cover respectively with bead input shaft and the equal spline engagement view of thru shaft;
Fig. 3 is a canine tooth cover and bead input shaft spline engagement in first kind of scheme of the utility model, and the preceding bevel gear spline engagement scheme drawing on little tooth cover and the interaxle differential;
Fig. 4 is second kind of scenario-frame scheme drawing of the utility model;
Fig. 5 is the third scenario-frame scheme drawing of the utility model.
The specific embodiment:
The utility model concrete structure is:
First kind of scheme:
The utility model comprises input bead 1, input bead axle 2, initiatively cylindrical wheel 8, the tooth cover 14 that cooperates with active cylindrical wheel 8, driven cylindrical gear 9, jackshaft 15, curved tooth axle 12, thru shaft 3 are formed, and it is characterized in that:
A, input bead axle 2 are connected with thru shaft spline 18 with bead male splines 17 respectively by canine tooth cover 4 with thru shaft 3, in canine tooth cover 4, be provided with place's undercut 19, undercut 19 is greater than thru shaft spline 18 length, be connected with little tooth cover 5 by circular wedge key 16 on canine tooth cover 4, air fork 6 is connected with canine tooth cover 4;
B, in the middle of interaxle differential 7, run through at thru shaft 3, little tooth cover 5 slide with interaxle differential 7 before bevel gears 10 engagements;
C, active cylindrical wheel 8 upper end male spliness are meshed with the back bevel gear 11 of interaxle differential 7;
D, 14 slips of interaxle differential tooth cover separate with active cylindrical wheel 8 lower end splines or mesh.
Working process is:
When air fork 6 drag canine tooth cover 4, when little tooth cover 5 is operated in the A district, the moment of torsion of driving engine is by bead input shaft 2, canine tooth cover 4, thru shaft 3 independent drive back axle assemblys, be installed in the non-driving wheel limit arrangement of clutch 13 on the jackshaft semiaxis outer end, make jackshaft semiaxis and wheel hub de-mesh, do not participate in transmission.When air fork 6 drag canine tooth cover 4, when little tooth cover 5 is operated in B district, the moment of torsion of driving engine overlaps 5 through bead input shaft 2, canine tooth cover 4, little tooth and by interaxle differential 7 torque distribution is become two the tunnel, the thru shaft 3 of leading up to passes to back axle assembly; Another road is axle assembly 15 in active cylindrical wheel 8, driven cylindrical gear 9, curved tooth axle 12 pass to.
Second kind of scheme:
Initiatively input gear 20 is installed on a, the bead input shaft 2, initiatively the male splines of input gear 20 lower ends be installed in the female splines sliding engaged that the input tooth on the curved tooth axle 12 overlaps 21 upper ends;
B, initiatively input gear 20 and 23 engagements of driven input gear, driven input gear 23 is installed on the castellated shaft 22 of interaxle differential 7, bevel gear 10 female spliness engagement before the spline of thru shaft 3 and the interaxle differential 7, the female splines engagement of the upper end male splines of active cylindrical wheel 8 and the back bevel gear 11 of interaxle differential 7, the female splines of shaft space difference speed lock tooth cover 14 and the lower end male splines sliding engaged of active cylindrical wheel 8;
C, initiatively cylindrical wheel 8 and driven cylindrical gear 9 engagements;
D, driven cylindrical gear 9 run through with curved tooth cover 12, and driven cylindrical gear 9 lower end male spliness and tooth overlap 24 sliding engaged;
E, input tooth cover 21 and 24 interlocks of tooth cover.
Working process:
When input shaft tooth cover 21 and active input gear 20 disengaged condition, engine torque is axle assembly 15. in bead input shaft 2, input shaft tooth cover 21, curved tooth axle 24 direct drives
When input shaft tooth cover 21 and active input gear 20 spline engagement states, engine torque is through bead input shaft 2, initiatively input gear 20, driven input gear 23 bevel gear 10 to interaxle differential 7, the axle difference meshes the driving rear axle assemblies with thru shaft 3, axle difference back bevel gear 11 and initiatively cylindrical wheel 8 engagements, again by with active cylindrical wheel 8 ingear driven cylindrical gear 9, axle assembly 15 in tooth cover 24 and 12 engagements of curved tooth axle drive.
The third scheme:
Initiatively input gear 20 is installed, initiatively the female splines sliding engaged on the male splines of input gear 20 lower ends and the input tooth cover 21 that is installed on the curved tooth axle 12 on a, the bead input shaft 2;
B, initiatively input gear 20 and 23 engagements of driven input gear, driven input gear 23 is installed on poor input shaft 26 spline, axle difference input shaft 26 and interaxle differential 7 interior center cross female spliness 25 are meshed, interaxle differential 7 is installed in the initiatively lower end of cylindrical wheel 8, back bevel gear 11 female spliness engagement in thru shaft 3 and the interaxle differential 7, initiatively cylindrical wheel 8 meshes with driven cylindrical gear 9, and driven cylindrical gear 9 runs through on the curved tooth axle 12, and tooth cover 24 links with input tooth cover 21;
C, active cylindrical wheel 8 are fixed as one with the preceding bevel gear 10 of interaxle differential 7, the preceding bevel gear 10 male splines sliding engaged of shaft space difference speed lock tooth cover 27 and interaxle differential 7.
When input shaft tooth cover 21 and active input gear 20 disengaged condition, from moment of torsion axle assembly 15 in bead input shaft 2, input shaft tooth cover 21, curved tooth axle 12 direct drives of driving engine.When input shaft tooth cover 21 during with input gear 20 engagements initiatively, engine torque is through bead input shaft 2, initiatively input gear 20, driven input gear 23, axle difference input shaft 26, axle close spline cross shaft 25 one road moments of torsion bevel gear 10, axle assembly 15 during initiatively cylindrical wheel 8, driven cylindrical gear 9, curved tooth axle tooth cover 24, curved tooth axle 12 drive before the axle difference.Another road moment of torsion is bevel gear 11 and thru shaft 3 engagement driving rear axle assemblies after the axle difference.
The utility model jackshaft semiaxis outer end is a non-driving wheel limit arrangement of clutch 13.
The utility model rear axle shaft outer end is a non-driving wheel limit arrangement of clutch.
Claims (5)
1. energy-saving drive device for dual-rear axle commercial vehicle, comprise input bead (1), input bead axle (2), active cylindrical wheel (8), the tooth cover (14) that cooperates with active cylindrical wheel (8), driven cylindrical gear (9), jackshaft (15), curved tooth axle (12), thru shaft (3) composition, it is characterized in that:
A, input bead axle (2) are connected with thru shaft spline (18) with bead male splines (17) respectively by canine tooth cover (4) with thru shaft (3), in canine tooth cover (4), be provided with place's undercut (19), undercut (19) is greater than thru shaft spline (18) length, upward be connected with little tooth cover (5) by circular wedge key (16) at canine tooth cover (4), air fork (6) is connected with canine tooth cover (4);
B, run through in the middle of the interaxle differential (7) at thru shaft (3), little tooth cover (5) slides and the preceding bevel gear of interaxle differential (7) (10) engagement;
C, active cylindrical wheel (8) upper end male splines are meshed with the back bevel gear (11) of interaxle differential (7);
D, interaxle differential tooth cover (14) slip separate with active cylindrical wheel (8) lower end spline or mesh.
2. energy-saving drive device for dual-rear axle commercial vehicle according to claim 1 is characterized in that: jackshaft semiaxis outer end is a non-driving wheel limit arrangement of clutch (13).
3. energy-saving drive device for dual-rear axle commercial vehicle is characterized in that:
Initiatively input gear (20) is installed, initiatively the male splines of input gear (20) lower end and the female splines sliding engaged that is installed in input tooth cover (21) upper end on the curved tooth axle (12) on a, the bead input shaft (2);
B, initiatively input gear (20) and driven input gear (23) engagement, driven input gear (23) is installed on the castellated shaft (22) of interaxle differential (7), the spline of thru shaft (3) and the engagement of the preceding bevel gear of interaxle differential (7) (10) female splines, the initiatively female splines of the back bevel gear (11) of the upper end male splines of cylindrical wheel (8) and interaxle differential (7) engagement, the lower end male splines sliding engaged of the female splines of shaft space difference speed lock tooth cover (14) and active cylindrical wheel (8);
C, initiatively cylindrical wheel (8) and driven cylindrical gear (9) engagement;
D, driven cylindrical gear (9) run through driven cylindrical gear (9) lower end male splines and tooth cover (24) sliding engaged with curved tooth cover (12);
E, input tooth cover (21) and tooth cover (24) interlock.
4. energy-saving drive device for dual-rear axle commercial vehicle is characterized in that:
Initiatively input gear (20) is installed, initiatively the female splines sliding engaged on the male splines of input gear (20) lower end and the input tooth cover (21) that is installed on the curved tooth axle (12) on a, the bead input shaft (2);
B, initiatively input gear (20) meshes with driven input gear (23), driven input gear (23) is installed on poor input shaft (26) spline, the interior center cross female splines (25) of axle difference input shaft (26) and interaxle differential (7) is meshed, interaxle differential (7) is installed in the initiatively lower end of cylindrical wheel (8), thru shaft (3) and interior back bevel gear (11) the female splines engagement of interaxle differential (7), initiatively cylindrical wheel (8) meshes with driven cylindrical gear (9), driven cylindrical gear (9) runs through on the curved tooth axle (12), tooth cover (24) and input tooth cover (21) interlock;
C, active cylindrical wheel (8) are fixed as one preceding bevel gear (10) the male splines sliding engaged of shaft space difference speed lock tooth cover (27) and interaxle differential (7) with the preceding bevel gear (10) of interaxle differential (7).
5. according to claim 3 or 4 described energy-saving drive device for dual-rear axle commercial vehicle, it is characterized in that: the rear axle shaft outer end is a non-driving wheel limit arrangement of clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009200949834U CN201800542U (en) | 2009-12-18 | 2009-12-18 | Energy-saving driving device for double-rear axle commercial vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009200949834U CN201800542U (en) | 2009-12-18 | 2009-12-18 | Energy-saving driving device for double-rear axle commercial vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN201800542U true CN201800542U (en) | 2011-04-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009200949834U Expired - Lifetime CN201800542U (en) | 2009-12-18 | 2009-12-18 | Energy-saving driving device for double-rear axle commercial vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN201800542U (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101774348B (en) * | 2009-12-18 | 2012-12-26 | 张纬川 | Energy-saving drive device for dual-rear axle commercial vehicle |
| CN105221668A (en) * | 2015-10-10 | 2016-01-06 | 山东蓬翔汽车有限公司 | A kind of main gearbox assembly allowing two ends to input |
| CN107433880A (en) * | 2017-08-08 | 2017-12-05 | 北京长城华冠汽车科技股份有限公司 | A kind of method and system for being driven control to electric automobile according to loaded-up condition |
| CN109017291A (en) * | 2018-07-27 | 2018-12-18 | 汽解放汽车有限公司 | A kind of penetrating bridge main speed reducer assembly |
| CN112392933A (en) * | 2020-11-19 | 2021-02-23 | 方盛车桥（柳州）有限公司 | Through shaft assembly capable of being separated by power |
-
2009
- 2009-12-18 CN CN2009200949834U patent/CN201800542U/en not_active Expired - Lifetime
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101774348B (en) * | 2009-12-18 | 2012-12-26 | 张纬川 | Energy-saving drive device for dual-rear axle commercial vehicle |
| CN105221668A (en) * | 2015-10-10 | 2016-01-06 | 山东蓬翔汽车有限公司 | A kind of main gearbox assembly allowing two ends to input |
| CN107433880A (en) * | 2017-08-08 | 2017-12-05 | 北京长城华冠汽车科技股份有限公司 | A kind of method and system for being driven control to electric automobile according to loaded-up condition |
| CN109017291A (en) * | 2018-07-27 | 2018-12-18 | 汽解放汽车有限公司 | A kind of penetrating bridge main speed reducer assembly |
| CN112392933A (en) * | 2020-11-19 | 2021-02-23 | 方盛车桥（柳州）有限公司 | Through shaft assembly capable of being separated by power |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| AV01 | Patent right actively abandoned |
Granted publication date: 20110420 Effective date of abandoning: 20091218 |
|
| RGAV | Abandon patent right to avoid regrant |