CN105626814B - The full-time full drive transmission of automobile holoaxial - Google Patents

Abstract

The invention discloses an all-axis full-time full-drive transmission for an automobile, which comprises four parts: a power input part, an intermediate transmission part, a power output part and a pawl control part; the power input part is composed of a power input driving gear and a power input driven gear. It is composed of gears. The power input drive gear shaft and the power input driven gear shaft form a 90-degree angle to intersect; the intermediate transmission part is a bearing sleeve with flange; the power output part consists of a left power output ratchet shaft and a right power output ratchet shaft. ; The pawl control part is composed of reversing electromagnet, electromagnet spring, electromagnet sliding rod, shifting fork mechanism, pawl triangle slider push rod, triangle slider and pawl frame. The present invention overcomes the fact that the differential gear and differential lock device commonly used in automobiles cannot well solve the contradiction between differential speed and driving of automobiles, always maintains full-time full-time driving of all axles, and ensures that there is no interference phenomenon between the wheels. Improve the vehicle's passability and handling, and can improve fuel economy.

Description

Full-time full-time all-wheel drive transmission for automobiles

technical field

The invention relates to a transmission, in particular to a full-time full-drive transmission of an automobile full-shaft.

Background technique

When the car is driving on the road, the steering interference phenomenon will occur due to the turning of the car, so people have invented the differential to solve this problem, but the differential will cause the wheels without driving force to slip and lose the driving force, and then people have The differential lock was invented to make the differential lose its differential function, so that the two coaxial wheels are basically rigidly connected, and the central differential lock is used to make the front and rear axles rigidly connected, but this makes the car lose the difference. The steering interference phenomenon will occur between the wheels, and when the locking device of the center differential is disengaged and engaged, it will affect the driving stability of the car. Many four-wheel drive vehicles require the locking of the differential. Do not operate until the vehicle is slowed down or even stopped. People also invented the limited slip speed device, which distributes the driving force through the multi-plate clutch friction plates. In fact, it is an incomplete rigid connection. When the friction plate works for a long time, high temperature will be generated, which will affect the reliability. Therefore, the contradiction between the differential speed and the distribution of the driving force has not been completely solved at present, and these devices have complex structures, problems in reliability and high cost.

SUMMARY OF THE INVENTION

The technical problem to be solved by the present invention is to provide an all-axle full-time all-wheel drive transmission for automobiles, which overcomes the fact that the differential and differential lock devices commonly used in automobiles cannot well solve the problem of automobile differential and driving. Contradictions improve the passability of the car.

The present invention solves the above-mentioned technical problems through the following technical solutions: an automobile all-axis full-time all-wheel drive transmission, characterized in that it includes a power input part, an intermediate transmission part, a power output part, and a pawl control part;

The power input part is composed of a power input driving gear and a power input driven gear, and the power input driving gear shaft and the power input driven gear shaft form a ninety-degree angle to intersect;

The intermediate transmission part is a bearing sleeve with a flange, and there are pawl sleeve grooves at both ends of the sleeve. The intermediate transmission part is rigidly connected with the aforementioned power input driven gear through the flange and rotates at the same speed. The movable gear and the bearing sleeve are connected as a rigid whole by bolts;

The power output part consists of the left power output ratchet shaft and the right power output ratchet shaft. The left power output ratchet shaft and the bearing sleeve are concentrically installed on the left part of the device. One end of the left power output ratchet shaft passes through the left end bearing and is shared with the bearing sleeve. The bearing seat is supported, and the other end is supported by the left end of the middle part of the bearing sleeve through the left end bearing; the right PTO ratchet shaft and the bearing sleeve are installed concentrically on the right part of the device, and one end of the right PTO ratchet shaft passes through the right bearing and is shared with the right side of the bearing sleeve. Supported by the right bearing seat, the left PTO ratchet shaft and the right PTO ratchet shaft are concentric and non-axial, and are driven by the bearing sleeve through their respective pawls, thereby driving the half shafts to drive their respective wheels;

The pawl control part is composed of reversing electromagnet, electromagnet spring, electromagnet sliding rod, shifting fork mechanism, pawl triangle slider push rod, triangle slider, sliding seat and pawl frame; pawl triangle slider push rod is installed In a chute in the bearing sleeve, a push rod bearing is installed on the head of the push rod of the pawl triangle slider, the push rod of the pawl triangle slider is installed in parallel with the pawl sleeve groove, and the triangular slider can be combined with the pawl sleeve groove. Slide in parallel.

Preferably, the intermediate transmission part is provided with a pawl in the pawl sleeve groove, and the pawl slides and displaces in the pawl sleeve groove under the control of the pawl control part. One side is combined with the corresponding power output ratchet shaft, so that the bearing sleeve drives the corresponding power output ratchet shaft to run through the pawl, and the bottom edge of the other side of the pawl is just aligned with the inner edge of the bearing sleeve. The elastic force of the PTO ratchet shaft received by the pawl is well transmitted to the bearing sleeve, so that the pawl is not easily deformed; the second is to ensure that once the rotational speed of the PTO ratchet shaft driven exceeds the bearing sleeve, the ratchet flange can be pushed back against the ratchet. The bottom of the pawl makes the pawl disengage from the combination with the power take-off ratchet shaft to achieve differential driving.

Preferably, the fork mechanism and the pawl frame are installed around the bearing sleeve, and the inner sliding part of the fork mechanism and the pawl frame rotate together with the bearing sleeve, and transmit the signal action of entering or reversing through the fork mechanism , to control the sliding direction of the pawl frame, so as to realize entering or reversing.

Preferably, a rear-stage power gear is installed on one end of the power input driven gear, and the rear-stage power gear and the power input driving gear are symmetrical to each other.

The positive improvement effect of the present invention is that: the present invention can automatically adapt to the differential driving between the front and rear wheels, left and right wheels of the automobile without causing steering interference and Inter-wheel interference phenomenon, and make the driving force of the car always act on the wheels with friction, as long as one of all the driving wheels of the whole car has enough friction on the ground, all the wheels will not slip. The invention is suitable for all wheeled vehicles, and has special significance for off-road vehicles, all-terrain mountain bikes, multi-axle-driven special vehicles and mining vehicles.

Description of drawings

FIG. 1 is a general structural diagram of an automobile full-time full-time all-wheel drive transmission of the present invention.

FIG. 2 is a schematic diagram of the working relationship of the main power transmission components of the automobile full-time full-time all-wheel drive transmission according to the present invention.

FIG. 3 is a schematic structural diagram of the pawl control part of the full-time full-time all-wheel drive transmission of the automobile according to the present invention.

FIG. 4 is a schematic diagram of the working relationship of the main components of the vehicle full-time full-time all-wheel drive transmission of the present invention when it is in a forward gear.

Figure 5 is a schematic diagram of the operation of the power take-off ratchet shaft and the pawl control part of the vehicle full-time full-time all-wheel drive transmission in neutral and forward gears according to the present invention.

FIG. 6 is a schematic diagram of the operation of the power take-off ratchet shaft and the pawl control part of the vehicle full-time full-time all-wheel drive transmission of the present invention when it is in reverse gear.

Fig. 7 is a schematic diagram of the operation of the ratchet top pawl (differential state) when the rotation speed of the power output ratchet shaft of the full-time all-wheel drive transmission of the automobile of the present invention exceeds the bearing sleeve.

FIG. 8 is a schematic structural diagram of the vehicle full-time full-time all-wheel drive transmission of the present invention when it is used as a through-type.

Detailed ways

The preferred embodiments of the present invention are given below in conjunction with the accompanying drawings to illustrate the technical solutions of the present invention in detail.

As shown in FIGS. 1 to 8 , the automobile all-axle full-time all-wheel drive transmission of the present invention includes a power input part, an intermediate transmission part, a power output part, and a pawl control part;

The power input part consists of a power input driving gear 1 and a power input driven gear 2. The power input driving gear shaft and the power input driven gear shaft form a ninety-degree angle to intersect;

The intermediate transmission part is a bearing sleeve 3 with a flange 4, and there are pawl sleeve grooves 24 at both ends of the bearing sleeve. The intermediate transmission part is rigidly connected with the aforementioned power input driven gear through the flange and then rotates at the same speed. , the power input driven gear and the bearing sleeve are connected by bolts to form a rigid whole;

The power output part is composed of a left power output ratchet shaft 5 and a right power output ratchet shaft 6. The left power output ratchet shaft 5 and the bearing sleeve 3 are installed on the left part of the device concentrically. The bearing sleeve is jointly supported by the left bearing seat 11, and the other end is supported by the left end of the middle part of the bearing sleeve through the left end bearing; the right PTO ratchet shaft and the bearing sleeve are concentrically installed on the right part of the device, and one end of the right PTO ratchet shaft passes through the right bearing 12 The rear and the right side of the bearing sleeve are jointly supported by the right bearing seat 13, the left PTO ratchet shaft and the right PTO ratchet shaft are concentric and non-axial, and are driven by the bearing sleeve through their respective pawls, thereby driving the axle shafts to drive their respective wheels;

The pawl control part is composed of the reversing electromagnet 7, the electromagnet spring 14, the electromagnet sliding rod 15, the shifting fork mechanism 8, the pawl triangular slider push rod, the triangular slider 9, the sliding seat 25, and the pawl frame 22; The fork mechanism is a mechanism that utilizes the feature that the bearing can rotate, so that the non-rotating mechanism can control the displacement of the rotating mechanism. In a chute in the bearing sleeve, it can slide in the axial direction of the bearing sleeve; a push rod bearing is installed on the head of the ratchet triangle slider push rod, and the ratchet triangle slider push rod is installed in parallel with the ratchet sleeve groove. The triangular slider can slide in parallel with the pawl sleeve groove within a certain range, and the sliding position is determined by the pawl triangular slider push rod. When the car is in neutral and forward gears, the reversing electromagnet does not act, and the pawl control part controls the left entry pawl 17 and the right entry pawl 18 to be respectively inserted into the ratchet groove 20 of the left PTO ratchet shaft and the right PTO ratchet. In the ratchet groove 20 of the axle, the bearing sleeve drives the left and right power output ratchet shafts to rotate, and drives the vehicle to move forward.

The upper and lower parts of the left PTO ratchet shaft are respectively provided with a left advancing pawl 17 and a left reversing pawl 19, and the upper and lower parts of the right PTO ratchet shaft are respectively provided with a right advancing pawl 18 and a right reversing pawl 21. The vehicle pawl 17, the left reverse pawl 19, the right advance pawl 18 and the right reverse pawl 21 slide and displace in the pawl sleeve groove 24 under the control of the pawl control part, thereby connecting or disconnecting the power output pawl. Axle control, when the speed of the bearing sleeve is higher than or equal to the speed of the PTO ratchet shaft, the bearing sleeve drives the PTO ratchet shaft to drive the wheel (forward and reverse); when the bearing sleeve speed is lower than the PTO ratchet shaft (such as turning Outer ring wheel), the power output ratchet shaft rotates at a high speed relative to the bearing sleeve. At this time, the ratchet flange pushes out the corresponding pawl, so that the ratchet shaft is separated from the bearing sleeve, and the power output ratchet shaft is driven by the wheel half shaft. , which acts as a differential. The left power output ratchet shaft and the right power output ratchet shaft are concentric and non-axial structures, so as to ensure the possible different speeds of the left and right wheels. The fork mechanism can control the action of the rotating member with the non-rotating member. When it needs to be used as an automobile through-type transmission, in the automobile all-axis full-time all-wheel drive transmission, it is installed radially symmetrically with the same structure of the power input driving gear on one end of the power input driven gear, and a rear-stage power gear 23 is added. , to achieve the purpose of transmitting power to the rear stage at the same speed.

The middle transmission part is equipped with a pawl in the pawl sleeve groove, and the pawl slides and displaces in the pawl sleeve groove under the control of the pawl control part. When sliding toward the axis, the pawl is on the side of the axis Combined with the corresponding power output ratchet shaft, so that the bearing sleeve drives the corresponding power output ratchet shaft to run through the pawl, and the bottom edge of the other side of the pawl is just aligned with the inner edge of the bearing sleeve, so that the pawl can be The elastic force of the PTO ratchet shaft is well transmitted to the bearing sleeve, so that the pawl is not easily deformed; the second is to ensure that once the speed of the driven PTO ratchet shaft exceeds the bearing sleeve, the ratchet flange can be pushed back to the bottom of the pawl. , so that the pawl is disengaged from the combination with the power output ratchet shaft to achieve differential driving.

As shown in Figure 1, the overall structure diagram of the full-time all-wheel drive transmission for automobiles of the present invention mainly includes: a driving gear, a driven gear, a bearing sleeve, a flange integral with the bearing sleeve, a power output ratchet shaft, bearings, Pawl control frame, fork mechanism, reversing electromagnet, etc.

As shown in Figure 2, Figure 2 is a schematic diagram of the working relationship of the main components of the automobile full-time full-time all-wheel drive transmission according to the present invention. The power is transmitted to the bearing sleeve, and the bearing sleeve transmits the power to the left (right) power output ratchet shaft respectively under the action of the pawl.

As shown in FIG. 3 , it is a schematic diagram of the structure of the pawl control part of the automobile full-time full-time all-wheel drive transmission of the present invention. The figure is a schematic diagram of the relationship of the entire pawl control after removing the main structure of power input, intermediate transmission and power output, and the state in the figure is the state of neutral and forward gears. The reversing electromagnet 7 does not pull in, the electromagnet spring 14 pops the electromagnet sliding rod 15 together with the fork mechanism 8 to the existing position, the fork mechanism 8 pulls the left triangular slider push rod 311 back to the current position, and the left triangular sliding The block 38 can slide up and down freely because it is not under the pressure of the push rod 311 of the left triangular slider. At this time, under the action of the left advance spring seat 312, the left advance spring 313 moves a pawl frame 22 to the position shown in the figure. Push up, and push the left car entry pawl 17 to the shaft center to the position as shown in the figure. At this time, the left PTO ratchet shaft is driven by the bearing sleeve to enter the car under the action of the pawl. At the same time, the right triangle slider push rod 322 presses the right triangle slider 318 under the action of the fork mechanism 8 as shown in the figure, and the right advance spring 319 overcomes the pulling force of the right reverse spring 314 to pull the other pawl frame 22 . As shown in the figure below, under the action of the right pawl frame, the right entry pawl 18 enters into the shaft center, and is combined with the right PTO ratchet shaft, so that the right PTO ratchet shaft rotates with the bearing sleeve to run into the vehicle, while the The right reversing pawl 21 is separated from the shaft center and is separated from the right PTO ratchet shaft and has no effect.

As shown in Figure 4, it is a schematic diagram of the working relationship of the main components of the automobile full-time full-time all-wheel drive transmission of the present invention when it is in a forward gear, and the end close to the flange is the right power output ratchet shaft end. After receiving the power, it rotates counterclockwise in the direction shown in the figure to drive the power input driven gear to rotate clockwise when viewed from right to left as shown in the figure. Under the control of the pawl control part, the pawl frame 22 on the right slides down as shown in the figure. The right entry pawl 18 slides down and engages with the ratchet groove of the right PTO ratchet shaft 2 , and the right reverse pawl 21 slides down to completely disengage from the right PTO ratchet shaft 2 . In the same way, the pawl frame on the left slides upward as shown in the figure, and the left reversing pawl 19 slides up and aligns with the ratchet groove of the left PTO ratchet shaft 5.

To engage with each other, the left reverse pawl 19 slides upward to completely disengage it from the left PTO ratchet shaft 5. The sliding of the pawl is carried out under the control of the pawl control part, which will be described later.

As shown in Figure 5, it is a schematic diagram of the working of the power take-off ratchet shaft and the pawl control part of the vehicle full-time full-time all-wheel drive transmission in neutral and forward gears according to the present invention. The picture shows the condition after removing the driving gear, driven gear, bearing sleeve and related bearings. In neutral and forward gears, the reversing electromagnet 7 must not be electrified or closed. Under the action of the electromagnet spring 14, the electromagnet sliding rod

15 Slide the fork mechanism 8 to the right of the power take-off ratchet shaft 6 axially, and the left triangular slider push rod 311 and the right triangular slider push rod 320 also slide along with the fork mechanism 8 in the direction of the right PTO ratchet shaft. At this time, the bearing 310 of the push rod of the left triangular slider withdraws from the inclined surface of the left triangular slider 38, the left car spring 313 pulls the left pawl frame 22 up as shown in the figure, and the left car pawl 17 slides up, and the same as the bearing When the sleeve is rotated, the left entry pawl 17 will slide into the ratchet groove 20 of the left PTO ratchet shaft, as shown in the figure, to push the left PTO ratchet shaft to rotate; similarly, the right PTO ratchet shaft is out of the right entry ratchet Under the action of the pawl 18, the right PTO ratchet shaft 6 is pushed to rotate.

As shown in Figure 6, it is a schematic diagram of the operation of the power take-off ratchet shaft and the pawl control part of the vehicle full-time full-time all-wheel drive transmission of the present invention when it is in reverse gear. When the vehicle is in reverse gear, the reversing electromagnet 7 is energized and closed, the electromagnet sliding rod 15 overcomes the elastic force of the electromagnet spring 14 and axially slides the fork mechanism 8 to the right in the direction shown in the figure, thereby driving the left triangular slider to push The lever 311 and the right triangle slider push rod 320 slide at the same time, the left triangle slider push rod pinion 8 pushes down the left triangle slider 38 as shown in the figure, and drives the left reverse spring 315 to slide down the left pawl frame 22, and the left The reversing pawl 17 slides into the ratchet groove of the left PTO ratchet shaft 7, thereby driving the left PTO ratchet shaft 5 to rotate; similarly, the right reversing pawl 18 drives the right PTO ratchet shaft 6 to rotate.

As shown in Figure 7, it is a working schematic diagram of the ratchet top pawl (differential state) when the rotation speed of the power output ratchet shaft of the automobile full-time full-time all-wheel drive transmission of the present invention exceeds the bearing sleeve. As shown in the upper part of the figure, when the left PTO ratchet shaft 1 and the pawl frame 22 rotate in the same direction, for some reason, when the left PTO ratchet shaft 1 rotates faster than the pawl frame 22, the flange 33 of the left PTO ratchet shaft will rotate. Push up the pawl 3 to the top as shown in the figure, so that the pawl 3 and the PTO ratchet shaft 1 are separated and combined to ensure that the PTO ratchet shaft can always overrun and rotate in the case of the pawl frame 22 with high rotation speed, so as to achieve differential driving. Purpose. The principle of the left power output ratchet shaft is the same as the above principle of the left power output ratchet shaft, and will not be described in detail.

As shown in FIG. 8, it is a schematic structural diagram of the automobile full-time full-time all-wheel drive transmission of the present invention when it is used as a through-type. The power from the axles is transmitted to the rear stage. As shown in the figure, on the basis of the all-axis full-time all-wheel drive transmission of the vehicle, according to the same structure of the power input driving gear 1, a rear-stage power gear 23 is installed radially symmetrically at the other end of the power input driven gear 2, Through the transmission of the power input driven gear, the purpose of transmitting the power to the rear stage at the same speed is realized.

The present invention requires that when used in an all-wheel drive vehicle, one transmission of the present invention is installed on each axle.

To sum up, the present invention overcomes the fact that the differential and differential lock devices commonly used in automobiles cannot well solve the contradiction between automobile differential and driving, and always maintains full-time full-time driving to ensure that there is no difference between the wheels. Interference phenomenon will occur, improve the vehicle's passability and handling, and can improve fuel economy.

Various modifications and changes can be made to the present invention by those skilled in the art. Accordingly, the present invention covers various modifications and changes that fall within the scope of the appended claims and their equivalents.

Claims (2)

1. A full-time full-time all-wheel drive transmission of an automobile is characterized in that, it comprises a power input part, an intermediate transmission part, a power output part, a pawl control part; the power input part is composed of a power input driving gear, a power input driven gear It is composed of gears. The power input driving gear shaft and the power input driven gear shaft form a 90-degree angle to intersect; the intermediate transmission part is a bearing sleeve with flange, and there are pawl sleeve grooves at both ends of the bearing sleeve. Part of it is rigidly connected with the aforementioned power input driven gear through the flange and then rotates at the same speed. The power input driven gear and the bearing sleeve are connected by bolts to form a rigid whole; the power output part is composed of the left power output ratchet shaft and the right power output ratchet shaft. The wheel shaft is composed of the left PTO ratchet shaft and the bearing sleeve installed concentrically on the left part of the device. One end of the left PTO ratchet shaft is supported by the left bearing seat together with the bearing sleeve through the left end bearing, and the other end is offset by the middle part of the bearing sleeve through the left end bearing. The left end is supported; the right PTO ratchet shaft and the bearing sleeve are concentrically installed on the right part of the device, one end of the right PTO ratchet shaft passes through the right bearing and is supported by the right bearing seat together with the right side of the bearing sleeve, and the left PTO ratchet shaft and the right power The output ratchet shafts are concentric and non-axial, and are driven by the bearing sleeves through their respective pawls, thereby driving the half shafts to drive their respective wheels; the pawl control part is composed of a reversing electromagnet, an electromagnet spring, an electromagnet sliding rod, a fork mechanism, and a pawl triangle. It is composed of slider push rod, triangular slider, sliding seat and pawl frame; pawl triangular slider push rod is installed in a chute in the bearing sleeve, and a push rod bearing is installed on the head of the pawl triangle slider push rod. The pawl triangle slider push rod is installed in parallel with the pawl sleeve groove, the triangular slider can slide in parallel with the pawl sleeve groove, and a rear-stage power gear is installed on one end of the power input driven gear. Symmetrical with the power input driving gear, the intermediate transmission part is equipped with a pawl in the pawl sleeve groove, and the pawl slides and displaces in the pawl sleeve groove under the control of the pawl control part. One side of the pawl near the axis is combined with the corresponding power output ratchet shaft, so that the bearing sleeve drives the corresponding power output ratchet shaft to run through the pawl, and the bottom edge of the other side of the pawl is just aligned with the inner edge of the bearing sleeve. 2. The full-time full-time and full-drive transmission of an automobile as claimed in claim 1, wherein the fork mechanism and the ratchet frame are installed around the bearing sleeve, and the inner sliding part of the fork mechanism and the ratchet frame are both installed. It rotates together with the bearing sleeve, and transmits the signal action of entering or reversing through the fork mechanism to control the sliding direction of the pawl frame, thereby realizing entering or reversing.