Front speed reducer half shaft structure and vehicle

Abstract

The utility model provides a front speed reducer half shaft structure and a vehicle, and belongs to the technical field of vehicles, the front speed reducer half shaft structure comprises a half shaft main body, one end of the half shaft main body is provided with a main speed reducer connecting end, and the other end of the half shaft main body is provided with a driving shaft connecting end; the main speed reducer connecting end is provided with an outer connecting spline connected with a main speed reducer, the driving shaft connecting end is provided with a connecting sleeve body, an inner cavity of the connecting sleeve body is provided with an inner connecting spline connected with a driving shaft, and an oil storage cavity is formed in the inner cavity of the connecting sleeve body and located on the inner side of the inner connecting spline. According to the front speed reducer half shaft structure, the oil storage cavity is formed in the inner cavity of the connecting sleeve body and located on the inner side of the inner connecting spline, lubricating oil is stored in the oil storage cavity, and a connecting structure of a front speed reducer half shaft and a driving shaft can be lubricated at any time; the matched movement of the inner connecting spline of the front speed reducer half shaft and the driving shaft is smoother, and the service life of a front speed reducer assembly is ensured.

Description

Technical Field

[0001] The utility model belongs to the technical field of vehicles, and more specifically relates to a front reducer half-axle structure and a vehicle. Background Art

[0002] Most of today's off-road vehicles are four-wheel drive models. They use two-wheel drive mode on urban roads or straight paved roads, and use four-wheel drive mode on non-paved roads such as mountain roads, muddy roads, sandy roads or bad roads, which can improve the vehicle's passability. For rear-wheel drive models, the front reducer assembly will be arranged in the front, and the front reducer assembly will be fixed by the front main reducer bracket. The front reducer assembly and the rear axle assembly will distribute power to the wheels. In order to make the left and right drive shafts of equal size, a half-axle sleeve is generally provided on the front reducer assembly. The half-axle sleeve is fixed by the half-axle sleeve bracket, and a half-axle is installed inside, which is responsible for connecting the main reducer and the drive shaft.

[0003] An internal spline is arranged at one end of the existing front reducer half shaft, and the drive shaft is connected by the internal spline. Due to the structural limitation of the connection side between the front reducer half shaft and the drive shaft, the internal spline is difficult to lubricate, which reduces the service life of the front reducer assembly. Utility Model Content

[0004] The utility model aims to provide a front reducer half-shaft structure, aiming to solve the lubrication problem of the connection between the internal connecting spline of the front reducer and the drive shaft, and ensure the service life of the front reducer assembly.

[0005] To achieve the above object, the technical solution adopted by the utility model is: to provide a front reducer half-shaft structure, including a half-shaft body, one end of the half-shaft body is provided with a main reducer connecting end, and the other end of the half-shaft body is provided with a drive shaft connecting end;

[0006] The main reducer connecting end is provided with an external connecting spline connected to the main reducer, and the drive shaft connecting end is provided with a connecting sleeve. The inner cavity of the connecting sleeve is provided with an internal connecting spline connected to the drive shaft, and the inner cavity of the connecting sleeve is provided with an oil storage chamber, and the oil storage chamber is located on the inner side of the internal connecting spline.

[0007] In a possible implementation, an oil through hole is provided in the radial direction of the connecting sleeve, and the oil through hole is connected to the oil storage chamber.

[0008] In a possible implementation, the oil through hole is located in the middle of the oil storage chamber in the depth direction, and the diameter of the oil through hole is smaller than the depth of the oil storage chamber.

[0009] In a possible implementation, the end of the connecting sleeve away from the half-shaft body is provided with a bearing mounting sleeve, the outer diameter of the bearing mounting sleeve is smaller than the outer diameter of the connecting sleeve, and an oil storage groove is circumferentially provided on the outer wall of the bearing mounting sleeve.

[0010] In a possible implementation, the oil storage tank is located on a side of the bearing mounting sleeve close to the connecting sleeve body.

[0011] In a possible implementation, the diameter of the oil storage groove decreases from inside to outside along the axial direction of the bearing mounting sleeve.

[0012] In a possible implementation, the diameter of the half-shaft body is smaller than the diameter of the main reducer connecting end, and the diameter of the half-shaft body is smaller than the diameter of the drive shaft connecting end.

[0013] In a possible implementation, a conical connecting section is provided between the half-shaft body and the main reducer connecting end, and between the half-shaft body and the drive shaft connecting end, and an arc-shaped transition section is provided between the half-shaft body and the two conical connecting sections.

[0014] In a possible implementation, the half-shaft body, the main reducer connecting end and the drive shaft connecting end are forged in one piece.

[0015] The beneficial effect of a front reducer half-shaft structure provided by the utility model is that: compared with the prior art, the main reducer connecting end and the drive shaft connecting end are respectively located at the two ends of the half-shaft body. The main reducer connecting end is connected to the main reducer through an external connecting spline, and the drive shaft connecting end is connected to the drive shaft through an internal connecting spline of a connecting sleeve. The front reducer half-shaft structure provided by the utility model has an oil storage chamber arranged in the inner cavity of the connecting sleeve, and the oil storage chamber is located on the inner side of the internal connecting spline. Lubricating oil is stored in the oil storage chamber, and the connection structure between the front reducer half-shaft and the drive shaft can be lubricated at any time, so that the cooperation and movement between the internal connecting spline of the front reducer half-shaft and the drive shaft are smoother, thereby ensuring the service life of the front reducer assembly.

[0016] The utility model also provides a vehicle, comprising the front reducer half-axle structure.

[0017] The beneficial effect of a vehicle provided by the utility model is that compared with the prior art, the vehicle uses the above-mentioned front reducer half-shaft structure, and through the design modification of the half-shaft, the difficulty in installing the drive shaft is solved, the bearing lubrication is improved, the service life of the front reducer assembly is increased, and the weight of the half-shaft is reduced without reducing the strength, thereby improving the fuel economy of the whole vehicle and improving the NVH performance of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 A schematic diagram of a front reducer half-shaft structure provided in an embodiment of the utility model;

[0020] Figure 2 A cross-sectional view of a drive shaft connection end provided by an embodiment of the utility model;

[0021] Figure 3 A schematic diagram of the partial structure of the front reducer half-shaft structure provided in the embodiment of the utility model after the half-shaft sleeve and the bearing are installed;

[0022] Figure 4 for Figure 3 A partial enlarged view of point A in the middle.

[0023] Description of reference numerals:

[0024] 100, half-shaft body; 110, arc-shaped transition section; 120, tapered connecting section; 200, main reducer connecting end; 210, external connecting spline; 300, drive shaft connecting end; 310, connecting sleeve; 311, internal connecting spline; 312, oil storage chamber; 313, oil through hole; 320, bearing mounting sleeve; 321, oil storage tank. DETAILED DESCRIPTION

[0025] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0026] See also Figure 1 and Figure 2 Now, a front reducer half-shaft structure provided by the utility model is described. A front reducer half-shaft structure includes a half-shaft body 100, one end of the half-shaft body 100 is provided with a main reducer connecting end 200, and the other end of the half-shaft body 100 is provided with a drive shaft connecting end 300; the main reducer connecting end 200 is provided with an external connecting spline 210 connected to the main reducer, and the drive shaft connecting end 300 is provided with a connecting sleeve 310, the inner cavity of the connecting sleeve 310 is provided with an inner connecting spline 311 connected to the drive shaft, and the inner cavity of the connecting sleeve 310 is provided with an oil storage chamber 312, and the oil storage chamber 312 is located on the inner side of the inner connecting spline 311.

[0027] The utility model provides a front reducer half-shaft structure, compared with the prior art, the main reducer connecting end 200 and the drive shaft connecting end 300 are respectively located at the two ends of the half-shaft body 100. The main reducer connecting end 200 is connected to the main reducer through the external connecting spline 210, and the drive shaft connecting end 300 is connected to the drive shaft through the internal connecting spline 311 of the connecting sleeve 310. The utility model provides a front reducer half-shaft structure, an oil storage chamber 312 is arranged in the inner cavity of the connecting sleeve 310, the oil storage chamber 312 is located on the inner side of the internal connecting spline 311, and lubricating oil is stored in the oil storage chamber 312, which can lubricate the connection structure between the front reducer half-shaft and the drive shaft at any time, so that the cooperation and movement between the internal connecting spline 311 of the front reducer half-shaft and the drive shaft are smoother, thereby ensuring the service life of the front reducer assembly.

[0028] The front reducer assembly refers to an important component in the front transmission system of a car, also known as the front axle differential assembly or the front axle assembly. It is located between the front wheels of the vehicle and is responsible for transmitting the power generated by the engine to the front wheels to drive the vehicle forward. The design and manufacturing quality of the front reducer assembly directly affect the power transmission efficiency, controllability and driving experience of the vehicle. The front reducer assembly is responsible for connecting the drive shaft through a front reducer half-shaft structure provided by the utility model in conjunction with a half-shaft sleeve.

[0029] In addition, an oil storage chamber 312 is provided inside the inner connection spline 311 of the inner cavity of the connecting sleeve 310. The diameter of the oil storage chamber 312 is larger than the diameter of the inner cavity of the connecting sleeve 310. When machining the inner connection spline 311, the oil storage chamber 312 can also provide a space margin for the tool to withdraw from the inner cavity of the connecting sleeve 310, so that the tool can be smoothly withdrawn from the inner cavity of the connecting sleeve 310. A conical transition section is provided between the oil storage chamber 312 and the inner cavity of the connecting sleeve 310. The diameter of the conical filter section gradually increases from one end of the inner cavity of the connecting sleeve 310 to the oil storage chamber 312, forming a transition structure.

[0030] See also Figure 2 The connecting sleeve 310 is provided with an oil through hole 313 in the radial direction, and the oil through hole 313 is connected to the oil storage chamber 312. The oil through hole 313 is a circular through hole, and the oil through hole 313 is connected to the oil storage chamber 312 and the external environment. The oil through hole 313 allows the air in the oil storage chamber 312 to communicate with the air in the external environment, and balances the air pressure in the oil storage chamber 312. During the installation of the drive shaft, the drive shaft will not be difficult to install due to the gradual reduction of the inner space of the inner connection spline 311, which increases the pressure.

[0031] In addition, the oil through hole 313 allows the lubricating oil to be replenished or replaced in the oil storage chamber 312 at any time, thereby ensuring the amount and cleanliness of the lubricating oil in the oil storage chamber 312 and ensuring the lubricating effect. In order to facilitate the injection of lubricating oil into the oil storage chamber 312, a threaded port or a joint can be provided at the outer end of the oil through hole 313, which can be quickly connected to an external pipeline through the threaded port or the joint, and the lubricating oil can be pumped into the oil storage chamber 312 using external pressure.

[0032] Specifically, the oil through hole 313 is located in the middle of the oil storage chamber 312 in the depth direction, and the diameter of the oil through hole 313 is smaller than the depth of the oil storage chamber 312, ensuring that the oil storage chamber 312 has corresponding space on the front and rear sides of the oil through hole 313. Even if the vehicle is tilted toward the main reducer side or the vehicle is tilted toward the drive shaft side for a long time, lubricating oil will be stored in the space on the above two sides of the oil storage chamber 312. The internal connecting spline 311 will not be poorly lubricated and burned due to the long-term tilt of the vehicle toward the main reducer side or the drive shaft side, thereby improving the service life of the front reducer assembly.

[0033] Preferably, the depth of the space in front and rear of the oil storage chamber 312 is less than 1 / 3 of the depth of the oil storage chamber 312, ensuring that the space in front and rear of the oil storage chamber 312 has a certain amount of oil storage, which can fully lubricate the internal connecting spline 311.

[0034] Preferably, a plurality of oil-passing holes 313 may be provided, and the plurality of oil-passing holes 313 are radially opened on the circumference of the outer wall of the oil storage chamber 312. The plurality of oil-passing holes 313 are connected to the oil storage chamber 312 at the same time, which can balance the internal and external air pressures of the oil storage chamber 312 and more conveniently supply oil to the oil storage chamber 312. In addition, the plurality of oil-passing holes 313 may also be opened at intervals along the axial direction of the oil storage chamber 312, which can also achieve the above-mentioned effect, depending on the actual size of the component, and is not limited here.

[0035] When multiple oil through holes 313 are arranged radially relative to the oil storage chamber 312, the number of the oil through holes 313 is generally not more than 4, while ensuring the rapid supply of lubricating oil and avoiding affecting the structural strength due to an excessive number of oil through holes 313.

[0036] When multiple oil-through holes 313 are arranged at axial intervals relative to the oil storage chamber 312, the oil-through hole 313 at the inner end and the inner bottom of the oil storage chamber 312 have a certain gap, and the oil-through hole 313 at the outer end and the inner end of the inner cavity of the connecting sleeve 310 have a certain gap. The above two gaps can ensure that when the vehicle is tilted towards the main reducer side for a long time or the vehicle is tilted towards the drive shaft side for a long time, there will be lubricating oil in the above-mentioned gaps on both sides of the oil storage chamber 312, and the internal connecting spline 311 will not be poorly lubricated and burned due to the long-term tilt of the whole vehicle towards the main reducer side or the drive shaft side, thereby improving the service life of the front reducer assembly.

[0037] See also Figure 2 and Figure 3 The end of the connecting sleeve 310 away from the semi-shaft body 100 is provided with a bearing mounting sleeve 320, and the connecting sleeve 310 and the bearing mounting sleeve 320 are integrally formed. The inner cavity diameter of the connecting sleeve 310 is the same as the inner cavity diameter of the bearing mounting sleeve 320, which can ensure that the drive shaft is smoothly connected to the inner connecting spline 311 of the inner cavity of the connecting sleeve 310 through the inner cavity of the bearing mounting sleeve 320. The outer diameter of the bearing mounting sleeve 320 is smaller than the outer diameter of the connecting sleeve 310, so that a bearing shoulder is formed on the side of the connecting sleeve 310 close to the bearing mounting sleeve 320. At the same time, a clamping groove is also provided in the circumferential direction of the outer wall of the bearing mounting sleeve 320, and the clamping groove is located at the end of the bearing mounting sleeve 320 away from the connecting sleeve 310. The bearing sleeve is mounted on the outer circumferential wall of the bearing mounting sleeve 320, and a retaining spring is installed in the clamping groove. One side of the bearing abuts against the bearing shoulder, and the other side abuts against the retaining spring, so that the bearing is stably installed on the bearing mounting sleeve 320.

[0038] In addition, an oil storage groove 321 is circumferentially opened on the outer wall of the bearing mounting sleeve 320. The oil storage groove 321 is located between the slot and the bearing shoulder. Lubricating oil is stored in the oil storage groove 321, which plays a role in lubricating the bearing when the vehicle is running in the later stage, thereby increasing the service life of the bearing.

[0039] Preferably, the oil storage tank 321 is located on one side of the bearing mounting sleeve 320 close to the connecting sleeve body 310, and the oil storage tank 321 is arranged along the end face of the bearing shoulder. The design position of the oil storage tank 321 is convenient for tool processing of the bearing shoulder, thereby improving the accuracy, thereby improving the coordination with the bearing and improving the NVH performance of the whole vehicle.

[0040] Also, see Figure 4, the depth of the outer wall of the bearing mounting sleeve 320 where the oil storage groove 321 is located decreases from the inside to the outside along the axial direction of the bearing mounting sleeve 320. Since the oil storage groove 321 forms an annular groove in the inner cavity of the bearing mounting sleeve 320, the oil storage groove 321 has a certain width along the axial direction of the bearing mounting sleeve 320. Therefore, it can also be said that the diameter of the oil storage groove 321 decreases from the inside to the outside along the axial direction of the bearing mounting sleeve 320, and the oil storage groove 321 forms an inner fillet structure near the bearing shoulder. When the bearing is installed in place, one end of the inner side of the bearing rests on the end face of the bearing shoulder, and the inner wall of the bearing and the above-mentioned oil storage groove 321 form a lubricating oil channel, and the lubricating oil for lubricating the bearing is located in the lubricating oil channel. In addition, the inner fillet structure can store more lubricating oil, making it easier for the lubricating oil to enter the bearing for lubrication.

[0041] The diameter of the half-shaft body 100 is smaller than the diameter of the main reducer connecting end 200, and the diameter of the half-shaft body 100 is smaller than the diameter of the drive shaft connecting end 300. A conical connecting section 120 is provided between the half-shaft body 100 and the main reducer connecting end 200, and between the half-shaft body 100 and the drive shaft connecting end 300, and an arc-shaped transition section 110 is provided between the half-shaft body 100 and the two conical connecting sections 120.

[0042] The half-axle body 100 is in a dumbbell shape as a whole, that is, thin in the middle and thick on both sides, and is connected by a conical connecting section 120 at the diameter change point, and is combined with an arc-shaped transition section 110 for a smooth transition. This structure can greatly reduce the overall weight of the half-axle, and the strength of the half-axle will not be reduced, thereby achieving the purpose of reducing weight and cost.

[0043] In addition, the half-shaft body 100, the main reducer connection end 200 and the drive shaft connection end 300 are integrally forged, and after forging, the external connection spline 210 of the main reducer connection end 200 is processed, and the connection sleeve 310, the internal connection spline 311, the oil storage chamber 312 and the oil through hole 313 of the drive shaft connection end 300 are processed. The half-shaft body 100, the main reducer connection end 200 and the drive shaft connection end 300 that are integrally forged ensure that the front reducer half-shaft structure provided by the utility model has high strength, simple molding process and low manufacturing cost.

[0044] Based on the same inventive concept, the utility model also provides a vehicle, which uses the above-mentioned front reducer half-shaft structure. By modifying the design of the half-shaft, the difficulty in installing the drive shaft is solved, the bearing lubrication is improved, the service life of the front reducer assembly is increased, and the weight of the half-shaft is reduced without reducing the strength, thereby improving the fuel economy of the whole vehicle and improving the NVH performance of the whole vehicle.

[0045] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A front reducer half-axle structure, characterized in that: It comprises a half-shaft body (100), one end of the half-shaft body (100) is provided with a main reducer connecting end (200), and the other end of the half-shaft body (100) is provided with a drive shaft connecting end (300); The main reducer connecting end (200) is provided with an external connecting spline (210) connected to the main reducer, and the drive shaft connecting end (300) is provided with a connecting sleeve (310), the inner cavity of the connecting sleeve (310) is provided with an internal connecting spline (311) connected to the drive shaft, and the inner cavity of the connecting sleeve (310) is provided with an oil storage chamber (312), and the oil storage chamber (312) is located on the inner side of the internal connecting spline (311).

2. A front reducer half-shaft structure as claimed in claim 1, characterized in that: The connecting sleeve (310) is provided with an oil through hole (313) in the radial direction, and the oil through hole (313) is connected to the oil storage chamber (312).

3. A front reducer half-shaft structure as claimed in claim 2, characterized in that: The oil through hole (313) is located in the middle of the oil storage chamber (312) in the depth direction, and the diameter of the oil through hole (313) is smaller than the depth of the oil storage chamber (312).

4. A front reducer half-shaft structure as claimed in claim 1, characterized in that: The end of the connecting sleeve (310) away from the semi-axle main body (100) is provided with a bearing mounting sleeve (320), the outer diameter of the bearing mounting sleeve (320) is smaller than the outer diameter of the connecting sleeve (310), and an oil storage groove (321) is circumferentially provided on the outer wall of the bearing mounting sleeve (320).

5. A front reducer half-shaft structure as claimed in claim 4, characterized in that: The oil storage groove (321) is located on a side of the bearing mounting sleeve (320) close to the connecting sleeve body (310).

6. A front reducer half-shaft structure as claimed in claim 5, characterized in that: The depth of the oil storage groove (321) decreases from inside to outside along the axial direction of the bearing mounting sleeve (320).

7. The front reducer half-shaft structure according to claim 1, characterized in that: The diameter of the half-shaft body (100) is smaller than the diameter of the main reducer connecting end (200), and the diameter of the half-shaft body (100) is smaller than the diameter of the drive shaft connecting end (300).

8. A front reducer half-shaft structure as claimed in claim 7, characterized in that: A conical connecting section (120) is provided between the semi-shaft body (100) and the main reducer connecting end (200), and between the semi-shaft body (100) and the drive shaft connecting end (300), and an arc-shaped transition section (110) is provided between the semi-shaft body (100) and the two conical connecting sections (120).

9. A front reducer half-shaft structure according to any one of claims 1 to 8, characterized in that: The half-shaft body (100), the main reducer connecting end (200) and the drive shaft connecting end (300) are integrally forged.

10. A vehicle, characterized in that: It comprises a front reducer half-shaft structure as described in any one of claims 1-9.

Images