Differential locking mechanism of vehicle drive

Abstract

The utility model discloses a differential locking mechanism of a vehicle driver, which comprises a driver shell, a speed change mechanism and a differential mechanism are arranged in the driver shell, the speed change mechanism comprises a shifting fork shaft, and the differential mechanism comprises a differential mechanism shell and a half axle gear; the locking device further comprises a locking shifting fork shaft, a locking shifting fork and a locking gear sleeve. One end of the locking shifting fork shaft is connected with the gear shifting shifting fork shaft, the other end of the locking shifting fork shaft extends into the driver shell and is connected with the locking shifting fork, and the locking shifting fork is arranged on the locking gear sleeve in a forking mode. A movable transmission structure is arranged on the inner wall of the locking gear sleeve, and a fixed transmission structure is arranged on the other side of the differential mechanism shell. The differential locking mechanism is simple in structure and lower in cost, and a low-speed gear and differential locking form linkage, so that the rotating speed of a half shaft during differential locking is reduced, and differential locking control can be completed quickly and stably.

Description

Technical Field

[0001] The utility model relates to the field of vehicle parts, in particular to a differential locking mechanism of a vehicle driver. Background Art

[0002] A vehicle driver is mainly used for driving a vehicle; for vehicles such as tricycles and light four-wheel vehicles, to simplify the structure and reduce the weight, the vehicle driver usually integrates a transmission and a differential, and installs them on the rear axle of the vehicle, and is connected to the output half shaft through the differential, so as to drive the vehicle to run.

[0003] In some special scenarios, for example, when the vehicle is driving on muddy, sandy, snowy roads, etc., when one wheel contacts the muddy or snowy road surface, the adhesion force is almost zero, and the adhesion force of the other wheel is relatively large. Due to the differential function, the power will be all transmitted to the end with low adhesion force, and the end with large adhesion force cannot obtain power instead, resulting in the vehicle slipping and unable to move forward. In order to overcome the problem of wheel slipping and idling in the above scenarios, generally, a locking component is added to the differential device to make the differential function of the differential device fail, and the left and right driving wheels are forced to rotate together, thereby improving the passing ability of the vehicle. The existing locking structures of differential devices are mainly: using an electromagnet, a motor or a hydraulic system as a power source to push the locking mechanism arranged inside the differential housing to realize the synchronous rotation of the differential housing and the half shaft gear; when locking is not required, the power of the power source is interrupted, and the locking mechanism rebounds and returns to its original position by relying on the return spring arranged inside the differential housing, so as to realize the separation of the differential housing and the half shaft gear.

[0004] However, the overall structure of the existing technology is relatively complex, and more parts are used, so that the occupied space is also relatively large, and the cost is also relatively high. At the same time, the existing differential locking operations are all independent control mechanisms. In this way, it is easy to cause inconvenience in operation during the control process. And during the operation process, if the rotation speed of the half shaft is too fast, it will greatly affect the matching speed and efficiency between the locking part and the differential during the locking operation, and cause wear between parts, etc., affecting the stability and reliability of the entire driver. Summary of the Utility Model

[0005] Aiming at the above deficiencies existing in the prior art, the purpose of the present utility model is to provide a differential locking mechanism of a vehicle driver, which has a simple structure, fewer parts, lower cost, and forms a linkage between the low gear and the differential locking, so as to reduce the rotation speed of the half shaft during differential locking, and thus can quickly and stably complete the differential locking control.

[0006] In order to solve the above technical problems, the technical solution adopted by the utility model is as follows: a differential locking mechanism of a vehicle drive, comprising a drive housing, a speed change mechanism and a differential are arranged in the drive housing, the speed change mechanism comprises a shift fork shaft, the shift fork shaft passes through the opposite sides of the drive housing, and the differential comprises a differential housing and a half-axle gear; the characteristic is that it also comprises a locking fork shaft, a locking fork and a locking gear sleeve; the locking fork shaft is arranged in parallel with the shift fork shaft, one end of which is connected to one end of the shift fork shaft through a connecting piece, and can be shifted with the gear The fork shaft moves synchronously, and the other end extends into the driver housing and is connected to the locking fork, which is arranged on the locking gear sleeve; wherein the locking gear sleeve is arranged coaxially with the half-shaft gear of the differential, and a plurality of locking convex teeth or locking tooth grooves are provided on the side of the locking gear sleeve close to the differential, and correspondingly, a locking tooth groove or locking convex tooth is provided on the side of the differential housing close to the locking gear sleeve; a movable transmission structure for connecting with the output half-shaft is provided on the inner wall of the locking gear sleeve, and a fixed transmission structure for connecting with the output half-shaft is provided on the other side of the differential housing so as to be able to rotate synchronously with the output half-shaft.

[0007] Furthermore, the speed shifting mechanism is a two-speed speed shifting mechanism. When the shift fork shaft moves to make the speed shifting mechanism located in neutral gear and high gear, the locking cam and the locking tooth groove are both in a separated state; when the shift fork shaft moves to make the speed shifting mechanism located in low gear, the locking cam can be combined with the locking tooth groove to achieve forced locking.

[0008] Furthermore, it also includes a first output half shaft and a second output half shaft, wherein the first output half shaft passes through the locking gear sleeve and extends into the differential housing and is connected to the half shaft gear, and the locking gear sleeve is slidingly connected to the first output half shaft; the second output half shaft is transmission connected to the shaft hole on the side of the differential housing away from the locking gear sleeve.

[0009] Furthermore, the movable transmission structure is a key arranged on the first output half shaft and a keyway arranged on the inner wall of the locking gear sleeve, and the first output half shaft and the locking gear sleeve are connected with each other through the sliding fit of the key and the keyway.

[0010] Furthermore, the fixed transmission structure is a key arranged at one end of the second output half shaft connected to the differential and a keyway arranged on the inner wall of the shaft hole of the differential housing; the second output half shaft is fixedly connected to the differential housing through the key and the keyway on the differential housing.

[0011] Furthermore, the key is a spline, and correspondingly, the keyway is a spline groove.

[0012] Furthermore, the first output half shaft is rotationally connected to the differential housing.

[0013] Furthermore, a support guide seat is provided on one side of the driver housing corresponding to the locking fork shaft, and the locking fork shaft is slidably connected to the support guide seat.

[0014] Furthermore, both the locking convex teeth and the locking tooth grooves are arc-shaped and are evenly distributed on the circumference with the same axis line, wherein the radian of the locking tooth grooves is greater than that of the locking convex teeth.

[0015] Furthermore, both ends of the differential housing are rotatably connected to the driver housing through bearings.

[0016] Compared with the prior art, the utility model has the following advantages:

[0017] 1. The structure is simple. In this solution, only by arranging a locking fork shaft and a locking tooth sleeve on one side of the differential to form a cooperation with the differential, the differential locking control can be realized, which greatly reduces the use of parts. Not only effectively reduces the space occupied by the locking mechanism, but also uses a pure mechanical structure for control, which can make the differential locking control more stable and reliable; at the same time, since there are fewer parts and no electronic devices are needed, the overall cost is lower.

[0018] 2. In this solution, the locking fork shaft is connected to the shifting fork shaft to form a linkage, making the operation more convenient and fast; and when the differential is locked, the transmission mechanism is in the low gear. In this way, the locking convex teeth can quickly and stably engage with the locking tooth grooves to achieve forced locking, thus greatly improving the locking control efficiency and stability, and can output a greater torque.

[0019] 3. In this solution, the first output half shaft is connected to the differential half shaft gear, and the second output half shaft is directly connected to the differential housing, further simplifying the structure. In this way, during the vehicle driving process, one side can always output normally. When the differential is locked, only the first output half shaft needs to be controlled for differential locking, making the control more convenient. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic structural diagram of the utility model.

[0021] Figure 2 is a schematic structural diagram of the utility model after assembling the output half shafts.

[0022] Figure 3 is Figure 2 the internal structural diagram of

[0023] In the figure: 1 - transmission mechanism, 2 - differential, 3 - shifting fork shaft, 4 - locking fork shaft, 5 - locking fork, 6 - locking tooth sleeve, 7 - connecting piece, 8 - locking convex teeth, 9 - locking tooth grooves, 10 - first output half shaft, 11 - second output half shaft. Detailed implementation manners

[0024] The present utility model will be further described below in conjunction with the accompanying drawings and embodiments.

[0025] To make the purpose, technical solutions and advantages of the embodiments of the present utility model clearer, the technical solutions in the embodiments of the present utility model will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are part of the embodiments of the present utility model, rather than all of the embodiments. Therefore, the detailed description of the embodiments of the present utility model provided in the accompanying drawings is not intended to limit the scope of the present utility model to be protected, but merely represents the selected embodiments of the present utility model. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present utility model without creative efforts shall fall within the protection scope of the present utility model.

[0026] It should be noted that similar reference numerals and letters denote similar items in the following drawings. Therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. In the description of the present utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, or the orientation or positional relationship in which the product of the present utility model is usually placed during use. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation to the present utility model. In addition, the terms "first", "second", "third", etc. are only used for descriptive distinction and cannot be understood as indicating or implying relative importance. In addition, terms such as "horizontal" and "vertical" do not mean that the components are required to be absolutely horizontal or hanging, but can be slightly inclined. For example, "horizontal" only means that its direction is more horizontal relative to "vertical", and does not mean that the structure must be completely horizontal, but can be slightly inclined. In the description of the present utility model, it should also be noted that unless otherwise clearly specified and limited, the terms "set", "installed", "connected", "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and can be the communication inside two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0027] Embodiment: Refer to Figure 1 、 Figure 2 and Figure 3, A differential locking mechanism for a vehicle drive, including a drive housing, in which a speed change mechanism 1 and a differential 2 are provided. The speed change mechanism 1 includes a shift fork shaft 3, and the shift fork shaft 3 penetrates through opposite sides of the drive housing. The differential 2 can adopt a differential in the prior art, which mainly includes a differential housing and half-axle gears. Both ends of the differential housing are rotatably connected to the drive housing through bearings. Specifically, the speed change mechanism 1 is a two-speed speed change mechanism 1, and this speed change mechanism 1 further includes an input shaft, a transmission shaft, and a gear position shaft. One end of the input shaft extends out of the drive housing for power input. A power input gear is fixedly provided on the input shaft, a high-speed transmission gear and a low-speed transmission are fixedly provided on the transmission shaft; a high-speed gear, a low-speed gear, an output driving gear, and a shift gear sleeve are provided on the gear position shaft. The high-speed transmission gear or the low-speed transmission gear meshes with the power input gear. The output driving gear is fixedly connected to the gear position shaft. The high-speed gear and the low-speed gear are located on the same side of the output gear and are rotatably connected to the gear position shaft. The shift gear sleeve is located between the high-speed gear and the low-speed gear and is slidably connected to the gear position shaft through splines, and can be respectively combined with the high-speed gear and the low-speed gear to perform high-speed output or low-speed output. The differential 2 further includes an output driven gear (i.e., a ring gear), and this output driven gear meshes with the output driving gear.

[0028] It further includes a locking fork shaft 4, a locking fork 5, and a locking gear sleeve 6. The locking fork shaft 4 is arranged in parallel with the shift fork shaft 3. One end of it is connected to one end of the shift fork shaft 3 through a connecting piece 7 and can move synchronously with the shift fork shaft 3. During implementation, the locking fork shaft 4 is fixedly connected to the shift fork shaft 3 through a connecting plate. The other end extends into the drive housing and is fixedly connected to the fork handle end of the locking fork 5. The plug fork of this locking fork 5 is set on the locking gear sleeve 6. On one side of the drive housing corresponding to the locking fork shaft 4, a support and guide seat is provided. The locking fork shaft 4 is slidably connected to this support and guide seat. In this way, the locking fork shaft 4 is simultaneously slidably connected to the support and guide seat and the drive housing, so as to effectively support and guide the locking fork shaft 4 to improve the stability of the locking mechanism.

[0029] Among them, the locking gear sleeve 6 is coaxially arranged with the half shaft gear of the differential 2, and several locking convex teeth 8 or locking tooth grooves 9 are provided on one side of the locking gear sleeve 6 close to the differential 2. Correspondingly, locking tooth grooves 9 or locking convex teeth 8 are provided on one side of the differential housing close to the locking gear sleeve 6. During processing, the locking convex teeth 8 and the locking tooth grooves 9 are both arc-shaped and evenly distributed on the circumference with the coincident axis, and this axis coincides with the axis of the half shaft gear. At the same time, the projections of the circles where the locking convex teeth 8 and the locking tooth grooves 9 are located on the plane perpendicular to the half shaft axis coincide. The radian of the locking tooth groove 9 is greater than that of the locking convex tooth 8, so that the locking convex tooth 8 can be combined with the locking tooth groove 9 faster, thereby quickly realizing differential locking. And when the shift fork shaft 3 moves to make the transmission mechanism 1 in the neutral gear and high-speed gear, the locking convex teeth 8 and the locking tooth grooves 9 are both in a separated state; when the shift fork shaft 3 moves to make the transmission mechanism 1 in the low-speed gear, the locking convex teeth 8 can be combined with the locking tooth grooves 9 to achieve forced locking. An active transmission structure for connecting with the output half shaft is provided on the inner wall of the locking gear sleeve 6, and a fixed transmission structure for connecting with the output half shaft is provided on the other side of the differential housing, so as to be able to rotate synchronously with the output half shaft.

[0030] During assembly and use, a first output half shaft 10 and a second output half shaft 11 are further included. Among them, the first output half shaft 10 passes through the locking gear sleeve 6 and extends into the differential housing, and is connected to the half shaft gear, and the locking gear sleeve 6 is slidably connected with the first output half shaft 10; the first output half shaft 10 is rotatably connected with the differential housing. Specifically, the active transmission structure is a key provided on the first output half shaft 10 and a key groove provided on the inner wall of the locking gear sleeve 6, and the first output half shaft 10 and the locking gear sleeve 6 are slidably connected through the key and the key groove. The fixed transmission structure is a key provided at one end of the second output half shaft 11 connected to the differential 2 and a key groove provided on the inner wall of the shaft hole of the differential housing; the second output half shaft is fixedly connected to the differential housing through the cooperation of the key and the key groove on the differential housing. Preferably, the key is a spline, and correspondingly, the key groove is a spline groove; it is convenient for processing, has a better transmission effect and is more stable. As another implementation manner, to improve stability, the second output half shaft 11 is directly welded to the differential housing.

[0031] In this solution, the first output half shaft 10 is connected to the half shaft gear of the differential 2, and the second output half shaft 11 is directly connected to the differential housing, thus further simplifying the structure. By only arranging a locking fork shaft 4 and a locking gear sleeve 6 on one side of the differential 2 to form a cooperation with the differential 2, differential lock control can be achieved, greatly reducing the use of components. This not only effectively reduces the space occupied by the locking mechanism, but also uses a pure mechanical structure for control, enabling better stability and higher reliability of the differential lock control. At the same time, since there are fewer components and no electronic devices are needed, the overall cost is lower. Among them, the locking fork shaft 4 is connected to the shifting fork shaft 3 to form a linkage, making the operation more convenient and fast. And when the differential is locked, the transmission mechanism 1 is in the low gear. In this way, the locking convex teeth 8 can quickly and stably engage with the locking tooth grooves 9 to achieve forced locking, thus greatly improving the locking control efficiency and stability and being able to output a larger torque. Also, during the vehicle driving process, one side can always output normally. When the differential is locked, only the first output half shaft 10 needs to be controlled for differential locking, making the control more convenient.

[0032] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit the technical solutions. Those of ordinary skill in the art should understand that any modifications or equivalent replacements made to the technical solutions of the present invention without departing from the purpose and scope of the present technical solution shall be covered by the scope of the claims of the present invention.

Claims

1. A differential locking mechanism for a vehicle drive, comprising a drive housing, a speed change mechanism and a differential arranged in the drive housing, the speed change mechanism comprising a shift fork shaft, the shift fork shaft passing through opposite sides of the drive housing, the differential comprising a differential housing and axle gears; characterized in that: It also includes a locking fork shaft, a locking fork and a locking gear sleeve; the locking fork shaft is arranged in parallel with the shift fork shaft, one end of which is connected to one end of the shift fork shaft through a connecting piece and can move synchronously with the shift fork shaft, and the other end extends into the drive housing and is connected to the locking fork, and the locking fork is arranged on the locking gear sleeve; wherein the locking gear sleeve is arranged coaxially with the half-shaft gear of the differential, and a plurality of locking convex teeth or locking tooth grooves are provided on the side of the locking gear sleeve close to the differential, and correspondingly, a locking tooth groove or locking convex tooth is provided on the side of the differential housing close to the locking gear sleeve; a movable transmission structure for connecting to the output half-shaft is provided on the inner wall of the locking gear sleeve, and a fixed transmission structure for connecting to the output half-shaft is provided on the other side of the differential housing so as to be able to rotate synchronously with the output half-shaft.

2. The differential locking mechanism of a vehicle drive according to claim 1, characterized in that: The speed change mechanism is a two-speed speed change mechanism. When the shift fork shaft moves to make the speed change mechanism located in neutral gear and high gear, the locking cam and the locking tooth groove are both in a separated state; when the shift fork shaft moves to make the speed change mechanism located in low gear, the locking cam can be combined with the locking tooth groove to achieve forced locking.

3. The differential locking mechanism of a vehicle drive according to claim 2, characterized in that: It also includes a first output half shaft and a second output half shaft, wherein the first output half shaft passes through the locking gear sleeve and extends into the differential housing and is connected to the half shaft gear, and the locking gear sleeve is connected to the first output half shaft in a sliding fit; the second output half shaft is transmission connected to the shaft hole on the side of the differential housing away from the locking gear sleeve.

4. The differential locking mechanism of a vehicle drive according to claim 3, characterized in that: The movable transmission structure is a key arranged on the first output half shaft and a key slot arranged on the inner wall of the locking gear sleeve. The first output half shaft and the locking gear sleeve are connected with each other through the sliding fit of the key and the key slot.

5. The differential locking mechanism of a vehicle drive according to claim 3, characterized in that: The fixed transmission structure is a key arranged at one end of the second output half shaft connected to the differential and a keyway arranged on the inner wall of the shaft hole of the differential housing; the second output half shaft is fixedly connected to the differential housing through the key and the keyway on the differential housing.

6. The differential locking mechanism of a vehicle drive according to claim 4 or 5, characterized in that: The key is a spline, and correspondingly, the keyway is a spline.

7. The differential locking mechanism of a vehicle drive according to claim 3, characterized in that: The first output half shaft is rotationally connected to the differential housing.

8. The differential locking mechanism of a vehicle drive according to claim 1, characterized in that: A support guide seat is provided on one side of the driver housing corresponding to the locking fork shaft, and the locking fork shaft is connected to the support guide seat in a sliding manner.

9. The differential locking mechanism of a vehicle drive according to claim 1, characterized in that: The locking convex teeth and the locking tooth grooves are both arc-shaped and evenly distributed on a circle with coincident axis lines, wherein the arc of the locking tooth groove is greater than the arc of the locking convex teeth.

10. The differential locking mechanism of a vehicle drive according to claim 1, characterized in that: Both ends of the differential housing are rotatably connected to the drive housing through bearings.

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