Through hypoid final drive

FIELD: engineering industry.

SUBSTANCE: invention refers to transport engineering industry, and namely to through drive axles. Through hypoid final drive consists of reduction gear case (1), driving flange (2) installed on drive shaft (3) whereon there pressed is cylindrical drive pinion (4). In case (1), on tapered bearings (5) and (6) there located is drive hypoid pinion (7) provided with a shank. In case (1) there located is a centre differential containing carriers (10) and (11). Carrier (10) is installed on tapered bearing (12) located in the case (1) and that is an integral part of driven pinion (13) engaged with cylindrical drive pinion (4). Carrier (11) is installed on radial thrust bearing (14) located in case (1). Axle shaft pinion (17) of centre differential is connected by means of splines to through shaft (19) of main reverse gear drive the horizontal axis of which is located below axis of cross-axle differential (20). Axle shaft pinion (18) is installed on splines of pinion-shaft (24) coaxially relative to shaft (19) of main reverse gear drive on bearings (25) and (26) located in case (1) and carrier (10) of centre differential respectively. Pinion-shaft (24) is engaged with driven pinion (27) fixed on the splined end of shank of drive hypoid pinion (7).

EFFECT: improving durability of cardan shaft and hypoid gear.

3 dwg

 

The invention relates to the transport industry, in particular to reduced leading to the bridges.

Known anadromous main transmission containing the leading flange connected therewith center differential, one of the half-shaft gears which are connected with the cylindrical gear of three gears, one of which leading gear, mounted on bearings located in the gear housing and the Cup differential, one driven gear fixed console on the host hypoid gear, and the other, more driven, gear (parasitic) meshed simultaneously with the leading and driven gears and mounted on bearings located in the crankcase (see Sasevich. Leading bridges. M.: Mashinostroenie, 1985, str, RES).

A disadvantage of the known constructions is the presence of additional guest (parasitic) gear, which has only one function - the transfer of torque from the driven gear to a host, which reduces the overall efficiency of the main transmission, and this leads to a loss of power transmitted to the main gear. In addition, you must use oil pump for forced lubrication of bearings located coaxially with the center differential.

Closest to the claimed technical solution is prohodnaya main gear, containing the gear case, leading hypoid gear located on conical bearings, one of which is installed in the gear housing and the other in the glass, is fixed to the gear housing from the top of the cone hypoid gear, a leading flange mounted on the Cup center differential, one of the half-shaft gears which are connected with the leading hypoid gear, and the other mounted on the splined bore drive shaft rear main gear, a horizontal axis which is located below the axis of the transverse differential (see patent WO 2005047044, IPC7UK 17/36, publ. 26.05.2005).

Known technical solution has the following disadvantages:

low durability of the propeller shaft connecting the checkpoint hypoid main transmission gearbox due to the fact that the attachment point of the input of the master flange lock hypoid the main transmission is considerably below the point of attachment of the propeller shaft to the flange of the gearbox, the consequence is a significant angle between the forks of the propeller shaft, which leads to the increased load on the parts of the propeller shaft.

- low durability hypoid gearing due to the significant hypoid offset, causing increased sliding in engagement and, as a consequence, the rapid wear of the teeth of hypoid gears.

There is the following contradiction.

On the one hand, to increase the durability of the propeller shaft and hypoid transmission by reduction hypoid offset, but this is impossible, since in this case the lock drive shaft rear main gear will be set against the axis.

On the other hand, to increase the durability of the propeller shaft can also by reducing the angle between its forks by increasing the angle, main gear, but in this case much worse conditions lubrication of parts and components of the main transmission, which leads to premature wear and destruction, resulting in decreased reliability and durability of the lock main gear in General.

The claimed technical solution distinctive features, namely, that half-shaft gear center differential is associated with a leading hypoid gear through the transmission gear, the leading gear shaft which is connected with the specified polovoy gear and mounted coaxially passing the shaft of the rear main gear bearings, one of which is located in the gear housing and the other in a Cup of differential and ring gear mounted on the shank leading hypoid gears, reduce hypoid offset in prog the ne main gear while the performance of the structure.

A distinctive feature consists in the fact that the leading flange connected to the center differential through the transmission gear, top gear which is installed on the control shaft and connected with the driven gear, made in one piece with the Cup center differential, allows to reduce the distance between the fastening point of the input of the leading flange of the main transmission and the point of attachment of the propeller shaft to the flange of the box, which in turn decreases the angle between the forks of the propeller shaft and, consequently, decreases the load on the parts of the propeller shaft.

This set of essential features that characterize the created checkpoint hypoid main transmission enabled us to solve the conflict and thereby increase the durability of the propeller shaft connecting the checkpoint hypoid main transmission gearbox, and also to increase the durability of the hypoid gear.

Analysis of the known technical solutions in this field of technology has shown that the claimed technical solution has features that are missing in the analogs, and their use in the inventive combination of essential features allows you to get a new technical result, therefore, the claimed technical solution meets the conditions patents is osobnosti "novelty" and "inventive step".

The proposed solution is illustrated by the drawings:

figure 1 - continuous hypoid main transmission, front view;

figure 2 - section A-a in figure 1;

figure 3 - cross-section B-B in figure 1.

Checkpoint hypoid main channel contains a crankcase 1 gearbox, a leading flange 2 mounted on the control shaft 3, which is pressed a leading cylindrical gear 4.

In the crankcase 1 on a tapered bearings 5 and 6 is the leading hypoid gear 7, is made with a shank. The bearings 5 and 6, the outer ring is pressed into the Cup 8, which screws through the shims 9 is fixed in the housing 1 from the side of the larger diameter of the hypoid gears 7.

In the crankcase 1 is the center differential, containing cups 10 and 11. The Cup 10 is installed on a roller radial bearing 12, located in the crankcase 1, and made in one piece with the driven cylindrical gear 13 meshing with a leading cylindrical gear 4 and the Cup 11 is installed on a radial-thrust bearing 14, located in the crankcase 1.

In the cups 10 and 11 installed crossbar 15 which freely rotate satellites 16 interacting with pausetime gears 17 and 18. Half-shaft gear 17 is connected through the slot through output shaft 19 of the rear main gear. The shaft 19 passes below the axis of the wheel, difference is and 20, so, below and to the axis 21, and is connected with the output flange 22. Slave gear wheel 23 and cross-axle differential 20 interacts with the leading hypoid gear 7.

Half-shaft gear 18 mounted on the splined shaft gear 24 mounted coaxially to the shaft 19 of the rear main gear bearings 25 and 26 located respectively in the crankcase 1 and the Cup 10 center differential. Gear shaft 24 is engaged with the gear 27 mounted on the slotted end of the shank leading hypoid gears 7.

Gear shaft 24 and the Cup 10 center differential are the splines with the clutch 28, which provides a locking center differential. The clutch 28 is moved using pneumatic (not shown).

Checkpoint hypoid main gear operates as follows.

Torque from the drive shaft that connects the entrance to the main transmission gearbox, is transmitted to the master flange 2, then the drive shaft 3 and leading the bevel gear 4, which rotates the cups 10 and 11 of the center differential. Next, the torque is transmitted to the cross-piece 15, which affects the satellites 16, thereby evenly distributing torque on the half-shaft gears 17 and 18. From polovoy gear 17, the rotation is transmitted to the lock shaft 19, which, in turn, rotates echodnou flange 22, transmitting torque at the rear of the main transmission. Half-shaft gear 18 causes the rotation of the pinion shaft 24, which, interacting with the driven gear 27 rotates the hypoid gear 7. Leading hypoid gear 7 communicates with the slave hypoid wheel 23, which causes the rotation of the cross-axle differential 20 and the axis 21.

The proposed solution allows to increase the durability of the drive shaft that connects the entrance to the main transmission gearbox, and also to increase the durability of the hypoid gear.

The claimed technical solution to meet the requirement of industrial applicability and possible to implement on standard manufacturing equipment.

Checkpoint hypoid main transmission containing the gear case located on conical bearings leading hypoid gear with the shank, a leading flange connected to the center differential, one of the half-shaft gear which is connected with the leading hypoid gear, and the other mounted on the splined bore drive shaft rear main gear, a horizontal axis which is located below the axis of the transverse differential, characterized in that the half-shaft gear center differential is associated with a leading hypoid gear through the transmission gear, the leading gear shaft which is Oh are connected with the specified polovoy gear and mounted coaxially passing the shaft of the rear main gear bearings, one of which is located in the gear housing and the other in a Cup of differential and ring gear mounted on the shank leading hypoid gears, while the leading flange connected to the center differential through the transmission gear, top gear which is installed on the control shaft and connected with the driven gear, made in one piece with the Cup center differential.



 

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