Disconnecting mechanism for converting four-wheel drive into two-wheel drive of automobile

Abstract

The invention relates to a disengagement mechanism for converting four-wheel drive into two-wheel drive of an automobile. The disengagement mechanism comprises a universal driving shaft assembly; the output shaft assembly comprises an output shaft body and a first clamping gear ring formed on the circumferential surface of the output shaft body; the joint sleeve set comprises a joint sleeve and a second clamping gear ring, the joint sleeve is arranged on the linkage shaft body in a sleeving mode and meshed with the linkage shaft body, the second clamping gear ring is formed on the outer end face of the joint sleeve and matched with the first clamping gear ring, and the joint sleeve makes contact with the elastic piece; the power assembly comprises a motor, a transmission mechanism connected with the motor and an eccentric mechanism which is connected with the transmission mechanism and makes contact with the joint sleeve so as to drive the joint sleeve to move in the direction parallel to the axis of the joint sleeve. The clutch can realize connection and disconnection of the connection sleeve group and the output shaft assembly, and has the characteristics of simple structure, high response speed, easiness in manufacturing and the like.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile parts and relates to a disengagement mechanism, in particular to a disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle. Background Art

[0002] In electric vehicles, reducing energy consumption is very important. For four-wheel drive electric vehicles, it is sometimes necessary to switch to two-wheel drive to save energy. Therefore, in multi-axle drive electric vehicles, a disengagement mechanism is usually provided on the side shaft of the non-drive axle.

[0003] Chinese invention patent application number 202410730372.3 discloses a hydraulic front axle disengagement mechanism for a part-time four-wheel drive system of high-speed wheeled engineering equipment, comprising a shift fork with a sliding sleeve connection provided on the upper outer wall of the shift fork; a position sensor target and a piston provided at each axial end of the shift fork; and a connecting rod passing through the position sensor target, the shift fork, and the piston in sequence. The front axle disengagement mechanism is driven by hydraulic pressure to control the movement of the front axle, cutting off / connecting the front axle output shaft to meet the switching of the four-wheel drive / two-wheel drive power mode. The front axle disengagement mechanism adopts a split design, with the connecting rod and the piston bolted, which reduces the cost of processing, manufacturing, and replacement. However, the reliability of the disengagement mechanism needs to be improved, and it cannot effectively lock the working gear, posing a risk of accidental gear disengagement. Summary of the Invention

[0004] The purpose of the present invention is to overcome the deficiencies of the prior art and provide a disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle.

[0005] To achieve the above object, the present invention adopts a technical solution: a disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle, comprising:

[0006] A linkage shaft assembly, comprising a linkage shaft body, a limit stop ring formed on a circumferential surface of the linkage shaft body, and an elastic member sleeved on the linkage shaft body and in contact with the limit stop ring;

[0007] An output shaft assembly, the output shaft assembly comprising an output shaft body and a first engaging gear ring formed on a circumferential surface of the output shaft body;

[0008] an engagement sleeve assembly, the engagement sleeve assembly comprising an engagement sleeve sleeved on the linkage shaft body and meshing therewith, and a second engaging gear ring formed on an outer end surface of the engagement sleeve and cooperating with the first engaging gear ring, the engagement sleeve being in contact with the elastic member;

[0009] a power assembly comprising a motor, a transmission mechanism connected to the motor, and an eccentric mechanism connected to the transmission mechanism and in contact with the engagement sleeve to drive the engagement sleeve to move in a direction parallel to its axis;

[0010] The engagement sleeve has two states: engaged and disengaged. When the engagement sleeve is in the engaged state, the second engaging gear ring and the first engaging gear ring are meshed; when the engagement sleeve is in the disengaged state, the elastic member is compressed and the second engaging gear ring and the first engaging gear ring are separated.

[0011] Optimally, the coupling sleeve assembly further comprises a first limiting convex ring and a second limiting convex ring formed on the circumferential surface of the coupling sleeve, and an accommodating space is formed between the first limiting convex ring and the second limiting convex ring;

[0012] The eccentric mechanism includes a transmission shaft and an eccentric shifting block formed on the end surface of the transmission shaft and matched with the accommodating space.

[0013] Furthermore, the transmission mechanism includes a worm connected to the motor output shaft and a turbine mounted on the transmission shaft and matched with the worm.

[0014] Furthermore, the eccentric mechanism further comprises a first bearing rotatably mounted on the eccentric shifting block via a bearing pin, and a circumferential surface of the first bearing protrudes from a circumferential surface of the eccentric shifting block.

[0015] Furthermore, it also includes:

[0016] A half-shaft housing, the half-shaft housing comprising a first sleeve, a second sleeve formed at one end of the first sleeve, and a mounting seat provided on a circumferential surface of the first sleeve; the engagement sleeve is mounted in the first sleeve, the output shaft assembly is mounted in the first sleeve, and the linkage shaft assembly is mounted in the second sleeve;

[0017] The actuator assembly at least comprises an actuator housing mounted on the mounting seat; the power assembly is mounted in the actuator housing.

[0018] Furthermore, a magnet hole and an arc-shaped limiting groove are provided at the upper end of the transmission shaft, and a limiting protrusion that cooperates with the arc-shaped limiting groove is provided on the inner wall of the actuator housing. The actuator assembly also includes a sensor seat formed outside the actuator housing, a magnet installed in the magnet hole, and a sensor installed in the sensor seat and cooperating with the magnet.

[0019] Optimally, the linkage shaft assembly further comprises a first connecting gear ring formed at one end of the linkage shaft body and a second connecting gear ring formed at the other end of the linkage shaft body, and the elastic member is sleeved on the second connecting gear ring;

[0020] The engagement sleeve assembly further includes a third connecting gear ring formed on the inner surface of the engagement sleeve and meshing with the second connecting gear ring.

[0021] The output shaft assembly further includes a second bearing sleeved on the output shaft body and matched with the engagement sleeve, and a fourth connecting gear ring formed at the outer end of the output shaft body.

[0022] Furthermore, the actuator assembly also includes a sealing end cover installed on one side of the actuator housing and a bellows seat installed on one side of the sealing end cover, a wire harness protection tube with one end installed on the bellows seat, a sealing plug installed in the sealing end cover, and a motor wiring harness arranged in the wire harness protection tube and one end of which passes through the sealing plug and is connected to the motor.

[0023] Furthermore, the eccentric mechanism further includes a third bearing and a fourth bearing installed in the actuator housing, and the third bearing and the fourth bearing are respectively sleeved on both ends of the transmission shaft.

[0024] Due to the application of the above technical solution, the present invention has the following advantages compared with the prior art: the present invention is used for a disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle. By coordinating the linkage shaft assembly, the output shaft assembly, the engagement sleeve and the power assembly, etc., the engagement and disengagement of the engagement sleeve and the output shaft assembly can be achieved. It has the characteristics of simple structure, fast response speed and easy manufacturing. In addition, the eccentric mechanism can effectively lock the working gear to prevent accidental gear disengagement, ensuring that the gear shifting during the vehicle driving process can be quickly, smoothly, and accurately disengaged and connected. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 This is a schematic structural diagram of a disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to the present invention;

[0026] Figure 2 for Figure 1 Exploded diagram;

[0027] Figure 3 This is a partial structural diagram of the disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to the present invention;

[0028] Figure 4 This is a schematic structural diagram of the eccentric mechanism in the disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to the present invention;

[0029] Figure 5 The diagram is a partial structural diagram of an actuator assembly in a disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to the present invention. DETAILED DESCRIPTION

[0030] The present invention will be further described below with reference to the embodiments shown in the accompanying drawings.

[0031] like Figures 1 to 3 The disengagement mechanism shown is used for converting a four-wheel drive vehicle to a two-wheel drive vehicle, and mainly includes a linkage shaft assembly 2, an output shaft assembly 3, a coupling sleeve 4 and a power assembly 5.

[0032] The linkage shaft assembly 2 includes a linkage shaft body 21, a stop ring 22 formed on the circumference of the linkage shaft body 21 (usually formed by conventional methods such as integral molding or welding, the same below), and an elastic member 25 sleeved on the linkage shaft body 21 and in contact with the stop ring 22 (the elastic member 25 can be a conventional existing spring). The output shaft assembly 3 includes an output shaft body 31 and a first engaging gear ring 32 formed on the circumference of the output shaft body 31 (e.g., a convex ring is provided on the circumference of the output shaft body 31, and engaging teeth are provided on the side of the convex ring, so that the engaging teeth face the engagement sleeve 4).

[0033] The coupling sleeve group 4 includes a coupling sleeve 41 that is sleeved on the linkage shaft body 21 and meshed with it (so that when the linkage shaft assembly 2 rotates with its axis as the rotation axis under the action of external force, it can synchronously drive the coupling sleeve 41 to rotate) and a second coupling gear ring 43 formed on the outer end face of the coupling sleeve 41 (that is, the end face facing the output shaft assembly 3) and matched with the first coupling gear ring 32.

[0034] The power assembly 5 includes a motor 51, a transmission mechanism connected to the motor 51, and an eccentric mechanism 53 connected to the transmission mechanism and in contact with the coupling sleeve 41 to drive the coupling sleeve 41 to move in a direction parallel to its axis; specifically, the motor 51 has an output shaft, but the cross-section of the output shaft is non-circular, so that the output shaft of the motor 51 can be directly connected to the transmission mechanism, thereby driving it to work.

[0035] During actual installation, the coupling sleeve 41 is sleeved on the linkage shaft body 21 and squeezes the elastic member 25 to deform it (at this time, the coupling sleeve 41 is in contact with the elastic member 25); when the external force acting on the coupling sleeve 41 is removed or the eccentric mechanism 53 applies a force (a conventional and reasonable selection can be made according to the action angle of the eccentric mechanism 53), the elastic member 25 is reset under its own elastic force or the action of the eccentric mechanism 53 to push the coupling sleeve 41 to move outward (that is, move in the direction of the output shaft assembly 3), so that the first engaging gear ring 32 and the second engaging gear ring 43 are engaged, so that the rotating coupling sleeve 41 can drive the output shaft assembly 3 to rotate synchronously (at this time, the linkage shaft assembly 2 and the output shaft assembly 3 rotate synchronously). Because the eccentric mechanism 53 cooperates with the engagement sleeve 41, when the motor 51 is operating, the eccentric mechanism 53 can be synchronously driven to rotate through the transmission mechanism, causing the engagement sleeve 41 to squeeze the elastic member 25, thereby overcoming the elastic force of the elastic member 25. Ultimately, the first engaging ring gear 32 and the second engaging ring gear 43 are disengaged, and the output shaft assembly 3 no longer rotates synchronously with the engagement sleeve 4. Thus, the engagement sleeve 4 has two states: engaged and disengaged. When the engagement sleeve 4 is in the engaged state, the second engaging ring gear 43 is engaged with the first engaging ring gear 32; when the engagement sleeve 4 is in the disengaged state, the elastic member 25 is compressed, and the second engaging ring gear 43 is separated from the first engaging ring gear 32.

[0036] This disengagement mechanism for converting four-wheel drive to two-wheel drive helps four-wheel drive electric vehicles switch to two-wheel drive when needed to save energy. It has the characteristics of simple structure, fast response speed and easy manufacturing. At the same time, it adopts a flexible gear shifting structure with elastic parts, which enables fast, smooth and accurate gear shifting.

[0037] In this embodiment, the coupling sleeve group 4 also includes a first limiting protrusion 44 and a second limiting protrusion 45 formed on the peripheral surface of the coupling sleeve 41, and an accommodating space is formed between the first limiting protrusion 44 and the second limiting protrusion 45; and the eccentric mechanism 53 includes a transmission shaft 531 and an eccentric shift block 532 formed on the end surface of the transmission shaft 531 and matched with the accommodating space, which can effectively lock the working gear to prevent accidental gear shifting, and ensure that the gear shifting during the driving process of the vehicle can be quickly, smoothly, and accurately disengaged and connected.

[0038] Specifically, the transmission mechanism includes a worm 52 connected to the output shaft of the motor 51 (the end of the output shaft is directly inserted or embedded into the end of the worm 52. Because the cross-section of the output shaft is non-circular, the output shaft can directly drive the worm 52 to rotate synchronously) and a turbine 54 mounted on the transmission shaft 531 and cooperating with the worm 52 (the turbine 54 is mounted on the transmission shaft 531 in an interference fit or pin-jointed manner). In this way, when the turbine 54 rotates under the drive of the worm 52, it can synchronously drive the rotation of the transmission shaft 531. The use of a worm gear transmission has a simple structure, fast response speed, and is easy to manufacture.

[0039] In this embodiment, the eccentric mechanism 53 also includes a first bearing 533 rotatably mounted on the eccentric shift block 532 through a bearing pin 534. The circumferential surface of the first bearing 533 protrudes from the circumferential surface of the eccentric shift block 532, so that the first bearing 533 is used instead of the eccentric shift block 532 to directly act on the first limiting convex ring 44 and the second limiting convex ring 45 to drive the coupling set 4 to move in a direction parallel to its axial center line. This can greatly reduce the friction between the eccentric mechanism 53 and the first limiting convex ring 44 and the second limiting convex ring 45, which can not only effectively lock the working gear and prevent accidental gear shifting, but also greatly improve its service life.

[0040] The above-mentioned disengaging mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle further includes a half-axle housing 1, which includes a first housing 11, a second housing 12 formed at one end of the first housing 11, and a mounting seat 13 disposed on the circumference of the first housing 11. The specific structure of the half-axle housing 1 is conventionally and reasonably designed based on the space used and the coordination relationship with other structures (e.g., the diameter of the second housing 12 is generally smaller than the diameter of the first housing 11, the inner walls of the first and second housings 11 and 12 are independently formed with stepped portions to cooperate with the linkage shaft assembly 2, the output shaft assembly 3, and / or the coupling sleeve 4, and the linkage shaft body 21 has multiple stepped portions, etc.). In this way, the coupling sleeve 4 is mounted within the first housing 11, the output shaft assembly 3 is mounted within the first housing 11, and the linkage shaft assembly 2 is mounted within the second housing 12, so that the coupling sleeve 4 is located between the linkage shaft assembly 2 and the output shaft assembly 3. The actuator assembly 6 includes at least an actuator housing 61 mounted on the mounting seat 13, and the power assembly 5 is mounted within the actuator housing 61. The eccentric mechanism 53 further includes a third bearing 535 and a fourth bearing 536 mounted in the actuator housing 61 . The third bearing 535 and the fourth bearing 536 are respectively mounted on both ends of the transmission shaft 531 to reduce possible friction between the transmission shaft 531 and the actuator housing 61 .

[0041] In this embodiment, the upper end of the transmission shaft 531 is provided with a magnet hole 5311 and an arcuate limiting groove 5312 disposed on one side of the magnet hole 5311 (the arcuate limiting groove is also disposed on the upper end of the transmission shaft 531). A limiting protrusion 611 is disposed on the inner wall of the actuator housing 61 and engages with the arcuate limiting groove 5312. This limiting protrusion 611 can limit the rotation angle of the transmission shaft 531 (the angle of the arcuate limiting groove 5312 is preferably 240-300°), further locking the operating gear and preventing accidental shifting. The actuator assembly 6 also includes a sensor holder 62 formed on the exterior of the actuator housing 61, a magnet 63 mounted within the magnet hole 5311, and a sensor 64 mounted within the sensor holder 62 and engaging with the magnet 63. These effectively provide feedback on the position of the coupling assembly 4, allowing the vehicle control system to accurately obtain the position signal of the coupling assembly 4, and allowing the first bearing 533 to effectively lock the gear in the desired position, eliminating the risk of shifting.

[0042] In this embodiment, the linkage shaft assembly 2 further includes a first connecting ring gear 23 formed at one end of the linkage shaft body 21 (i.e., the outer end or the end facing away from the output shaft assembly) (the first connecting ring gear 23 is used to mesh with other vehicle structures) and a second connecting ring gear 24 formed at the other end of the linkage shaft body 21. An elastic member 25 is sleeved on the second connecting ring gear 24. The coupling sleeve 4 further includes a third connecting ring gear 42 formed on the inner surface (i.e., the inner wall) of the coupling sleeve 41 and meshing with the second connecting ring gear 24, thereby ensuring reliable and synchronous rotation of the linkage shaft assembly 2 and the coupling sleeve 4. The output shaft assembly 3 further includes a second bearing 33 sleeved on the output shaft body 31 and mating with the coupling sleeve 41 (to ensure rolling friction between the output shaft body 31 and the coupling sleeve 41 and avoid mutual interference when the output shaft assembly 3 and the coupling sleeve 4 are disengaged) and a fourth connecting ring gear 34 formed at the outer end of the output shaft body 31 (to mesh with other vehicle structures).

[0043] In this embodiment, the actuator assembly 6 also includes a sealing end cover 66 installed on one side of the actuator housing 61 and a bellows seat 67 installed on one side of the sealing end cover 66, a wiring harness protection tube 68 with one end installed on the bellows seat 67, a sealing plug 65 installed in the sealing end cover 66, and a motor wiring harness 69 arranged in the wiring harness protection tube 68 and one end of which passes through the sealing plug 65 and is connected to the motor 51. A connector-swinging solution is adopted and sealing is guaranteed to meet IP68 requirements.

[0044] The above embodiments are intended only to illustrate the technical concepts and features of the present invention. Their purpose is to enable those skilled in the art to understand the contents of the present invention and implement them accordingly. They are not intended to limit the scope of protection of the present invention. Any equivalent changes or modifications made in accordance with the spirit of the present invention are intended to be covered by the scope of protection of the present invention.

Claims

1. A disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle, characterized in that: It includes: A linkage shaft assembly (2), comprising a linkage shaft body (21), a limit stop ring (22) formed on the circumference of the linkage shaft body (21), and an elastic member (25) sleeved on the linkage shaft body (21) and in contact with the limit stop ring (22); An output shaft assembly (3), the output shaft assembly (3) comprising an output shaft body (31) and a first engaging gear ring (32) formed on a circumferential surface of the output shaft body (31); An engagement sleeve assembly (4), the engagement sleeve assembly (4) comprising an engagement sleeve (41) sleeved on the linkage shaft body (21) and meshed therewith, and a second engaging gear ring (43) formed on the outer end surface of the engagement sleeve (41) and cooperating with the first engaging gear ring (32), the engagement sleeve (41) being in contact with the elastic member (25); A power assembly (5), the power assembly (5) comprising a motor (51), a transmission mechanism connected to the motor (51), and an eccentric mechanism (53) connected to the transmission mechanism and in contact with the engagement sleeve (41) to drive the engagement sleeve (41) to move in a direction parallel to its axis; The engagement sleeve (4) has two states: engagement and disengagement. When the engagement sleeve (4) is in the engagement state, the second engaging gear ring (43) and the first engaging gear ring (32) are meshed; when the engagement sleeve (4) is in the disengagement state, the elastic member (25) is compressed and the second engaging gear ring (43) and the first engaging gear ring (32) are separated.

2. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 1, characterized in that: The coupling sleeve assembly (4) further comprises a first position-limiting convex ring (44) and a second position-limiting convex ring (45) formed on the circumferential surface of the coupling sleeve (41), wherein an accommodating space is formed between the first position-limiting convex ring (44) and the second position-limiting convex ring (45); The eccentric mechanism (53) comprises a transmission shaft (531) and an eccentric shifting block (532) formed on the end surface of the transmission shaft (531) and matched with the accommodation space.

3. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 2, characterized in that: The transmission mechanism comprises a worm (52) connected to the output shaft of the motor (51) and a turbine (54) mounted on the transmission shaft (531) and matched with the worm (52).

4. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 2 or 3, characterized in that: The eccentric mechanism (53) further comprises a first bearing (533) rotatably mounted on the eccentric shifting block (532) via a bearing pin (534), wherein the circumferential surface of the first bearing (533) protrudes from the circumferential surface of the eccentric shifting block (532).

5. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 2, characterized in that: It also includes: A half-shaft housing (1), the half-shaft housing (1) comprising a first sleeve (11), a second sleeve (12) formed at one end of the first sleeve (11), and a mounting seat (13) arranged on a circumferential surface of the first sleeve (11); the engagement sleeve (4) is mounted in the first sleeve (11), the output shaft assembly (3) is mounted in the first sleeve (11), and the linkage shaft assembly (2) is mounted in the second sleeve (12); An actuator assembly (6) comprises at least an actuator housing (61) mounted on the mounting seat (13); and the power assembly (5) is mounted in the actuator housing (61).

6. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 5, characterized in that: The upper end of the transmission shaft (531) is provided with a magnet hole (5311) and an arc-shaped limiting groove (5312) arranged on one side of the magnet hole (5311); the inner wall of the actuator housing (61) is provided with a limiting protrusion (611) that cooperates with the arc-shaped limiting groove (5312); the actuator assembly (6) further includes a sensor seat (62) formed outside the actuator housing (61), a magnet (63) installed in the magnet hole (5311), and a sensor (64) installed in the sensor seat (62) and cooperating with the magnet (63).

7. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 1, characterized in that: The linkage shaft assembly (2) further includes a first connecting gear ring (23) formed at one end of the linkage shaft body (21) and a second connecting gear ring (24) formed at the other end of the linkage shaft body (21), and the elastic member (25) is sleeved on the second connecting gear ring (24); The coupling sleeve assembly (4) further includes a third connecting gear ring (42) formed on the inner surface of the coupling sleeve (41) and meshing with the second connecting gear ring (24). The output shaft assembly (3) further comprises a second bearing (33) sleeved on the output shaft body (31) and matched with the engagement sleeve (41), and a fourth connecting gear ring (34) formed at the outer end of the output shaft body (31).

8. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 5, characterized in that: The actuator assembly (6) further includes a sealing end cover (66) mounted on one side of the actuator housing (61), a bellows seat (67) mounted on one side of the sealing end cover (66), a wiring harness protection tube (68) with one end mounted on the bellows seat (67), a sealing plug (65) mounted in the sealing end cover (66), and a motor wiring harness (69) disposed in the wiring harness protection tube (68) and having one end passing through the sealing plug (65) and connected to the motor (51).

9. The disengagement mechanism for converting a four-wheel drive vehicle to a two-wheel drive vehicle according to claim 5, characterized in that: The eccentric mechanism (53) further includes a third bearing (535) and a fourth bearing (536) mounted in the actuator housing (61), wherein the third bearing (535) and the fourth bearing (536) are respectively mounted on both ends of the transmission shaft (531).

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