Novel car lightweight transmission shaft fork

Abstract

The utility model discloses a novel car light transmission shaft fork which comprises a shaft fork body and a shaft rod body fixedly installed in the center of the bottom end of the shaft fork body. Main concave guide grooves are formed in the outer part of the shaft fork body at equal angles, and auxiliary concave guide grooves are formed in the outer part of the shaft fork body at equal angles; wherein a shaft fork cavity is formed in the shaft fork body. According to the novel car light-weight transmission shaft fork, consumption of raw materials is reduced through the main concave guide groove and the auxiliary concave guide groove formed in the outer portion of the shaft fork body, the stability of the shaft fork body in the transmission operation process is improved, light-weight adjustment of the shaft fork body is facilitated while the strength of the shaft fork body is not affected, and the service life of the shaft fork body is prolonged. And meanwhile, the ball groove positioning part and the swing angle increasing part which are arranged in the cavity of the shaft fork are used for positioning the shaft pin, the swing angle of the driving shaft in the transmission process is increased, and the comprehensive mechanical property of a product is guaranteed.

Description

Technical Field

[0001] The utility model relates to the technical field, in particular to a novel lightweight transmission shaft fork for a car. Background Art

[0002] The drive shaft fork is a component of the transmission system. It is mainly used to connect different parts of the drive shaft to ensure smooth power transmission. It forms the overall structure of the drive shaft by connecting components such as the cross shaft, universal joint fork or flange fork.

[0003] Invention publication number CN105587779A discloses a special-shaped wheel hub housing for a car transmission coupling. The arc-shaped grooves on the inner wall of the cavity and the outer wall of the cavity effectively reduce the weight of the product by 22% compared to existing products, effectively saving a large amount of raw materials and reducing production processes.

[0004] However, the above-mentioned transmission coupling for cars still has the following problems during actual use: although the weight of the shell is reduced by the arc-shaped groove on the outside of the shell, the overall strength of the shell is insufficient after the weight reduction, the positioning effect of the internal axle pin components is insufficient, and it is difficult to effectively withstand the load during the transmission rotation process. At the same time, the swing angle of the shell during the transmission process is too small, affecting the transmission performance.

[0005] Therefore, we propose a new type of lightweight transmission shaft fork for cars to solve the problems raised above. Utility Model Content

[0006] The purpose of the utility model is to provide a new type of lightweight transmission shaft fork for cars, which solves the problem that the arc-shaped groove on the outside of the existing shell reduces the weight of the shell, but the overall strength of the shell is insufficient after the weight reduction, the positioning effect of the internal shaft pin components is insufficient, and it is difficult to effectively withstand the load during the transmission rotation process. At the same time, the swing angle of the shell during the transmission process is too small, affecting the transmission performance.

[0007] To achieve the above-mentioned object, the present invention provides the following technical solution: a novel lightweight transmission shaft yoke for a car, comprising a yoke body and a shaft body fixedly mounted at the center of the bottom end of the yoke body; and further comprising:

[0008] The outer portion of the shaft fork body is provided with a main concave guide groove at equal angles, and the outer portion of the shaft fork body is provided with a secondary concave guide groove at equal angles;

[0009] A shaft fork cavity is provided inside the shaft fork body.

[0010] Preferably, the shaft fork body forms a hollow columnar structure through the shaft fork cavity opened inside, and the shaft fork body is arranged with an open top surface.

[0011] Preferably, the shaft fork body and the shaft rod body at the bottom end are distributed in a vertically coaxial and concentric structure, and the diameter of the shaft rod body is smaller than the diameter of the shaft fork cavity opened inside the shaft fork body.

[0012] Preferably, the main inner concave guide grooves opened at equal angles on the outside of the shaft fork body and the auxiliary inner concave guide grooves opened at equal angles are distributed in a staggered manner.

[0013] Preferably, the main inwardly concave guide grooves and the auxiliary inwardly concave guide grooves opened at equal angles are convenient for reducing the loss of raw materials of the shaft fork body, and are convenient for lightweight adjustment without affecting the strength of the shaft fork body.

[0014] Preferably, the interior of the shaft fork cavity opened by the shaft fork body is provided with ball track positioning parts at equal angles, and the ball track positioning parts arranged at equal angles are distributed in a corresponding manner with the main inner concave guide groove outside the shaft fork body.

[0015] Preferably, the interior of the shaft fork cavity opened in the shaft fork body is provided with swing angle increasing portions at equal angles, and the swing angle increasing portions opened at equal angles are distributed in a one-to-one correspondence with the secondary concave guide grooves outside the shaft fork body.

[0016] Preferably, the swing angle increasing portion opened at equal angles cooperates with the ball lane positioning portion, thereby increasing the swing angle of the drive shaft during transmission and improving the comfort of the transmission mechanism.

[0017] Compared with the prior art, the beneficial effects of the present invention are as follows: the novel lightweight transmission shaft fork for a car reduces the consumption of raw materials by providing a main inner concave guide groove and a secondary inner concave guide groove on the outside of the fork body, and improves the stability of the fork body during transmission operation. At the same time, the ball track positioning portion and the swing angle increasing portion provided inside the fork cavity position the shaft pin while increasing the swing angle of the drive shaft during transmission, thereby ensuring the comprehensive mechanical properties of the product. The specific contents are as follows:

[0018] 1. The shaft fork body transmits power through the shaft rod body during transmission. The main concave guide groove and the auxiliary concave guide groove, which are opened at equal angles, can reduce the volume of the shaft fork body during processing, reduce the loss of its raw materials, and at the same time, the lighter shaft fork body can reduce weight during transmission and improve stability.

[0019] 2. The ball track positioning parts and the swing angle increasing parts with equal angle distribution not only position the shaft pin, but also increase the swing angle of the drive shaft during transmission, ensuring the comprehensive mechanical properties of the product and avoiding thermal deformation during subsequent heat treatment, thereby improving the dimensional accuracy and overall quality of the product. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a schematic diagram of the overall three-dimensional structure of the utility model;

[0021] Figure 2 This is a schematic diagram of the three-dimensional structure of the shaft fork body of the utility model;

[0022] Figure 3 This is a schematic diagram of the structure of the shaft fork body of the utility model when viewed from above;

[0023] Figure 4 This is a schematic diagram of the cross-sectional structure of the shaft fork body and the shaft rod body of the utility model.

[0024] In the figure: 1. shaft fork body; 2. shaft rod body; 3. main concave guide groove; 4. secondary concave guide groove; 5. shaft fork cavity; 6. ball track positioning part; 7. swing angle increasing part. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the implementation regulations described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0026] See also Figure 1-Figure 4 , the utility model provides the following technical solutions:

[0027] Example 1: To address the problems existing in the actual use of the existing shaft fork body 1, this embodiment discloses the following technical solution: a new type of lightweight transmission shaft fork for a passenger car, comprising a shaft fork body 1 and a shaft rod body 2 fixedly mounted at the center of the bottom end of the shaft fork body 1; main concave guide grooves 3 are formed at equal angles on the exterior of the shaft fork body 1, and secondary concave guide grooves 4 are formed at equal angles on the exterior of the shaft fork body 1;

[0028] The axle fork body 1 and the shaft rod body 2 at the bottom end are arranged in a vertically coaxial and concentric structure, and the diameter of the shaft rod body 2 is smaller than the diameter of the axle fork cavity 5 opened inside the axle fork body 1; the main concave guide grooves 3 opened at equal angles on the outside of the axle fork body 1 and the secondary concave guide grooves 4 opened at equal angles are distributed in a staggered manner; the main concave guide grooves 3 opened at equal angles and the secondary concave guide grooves 4 opened at equal angles facilitate reducing the raw material loss of the axle fork body 1, and facilitate lightweight adjustment without affecting the strength of the axle fork body 1.

[0029] like Figure 2-Figure 3As shown, the shaft fork body 1 is connected through the shaft rod body 2 fixedly connected at the bottom end, so that output can be carried out through the shaft fork body 1 during the transmission operation. At the same time, the main concave guide groove 3 and the secondary concave guide groove 4 opened at the same angle on the outside of the shaft fork body 1 can reduce its volume and reduce the loss of its raw materials during the processing of the shaft fork body 1. At the same time, the lighter shaft fork body 1 can reduce weight and improve stability during transmission operation.

[0030] Example 2: In order to solve the problems existing in the actual use of the existing axle fork body 1, this embodiment discloses the following technical solutions, wherein an axle fork cavity 5 is opened inside the axle fork body 1; the axle fork body 1 forms an internal hollow columnar structure through the axle fork cavity 5 opened inside, and the axle fork body 1 is set with an open top surface; the interior of the axle fork cavity 5 opened in the axle fork body 1 is provided with ball track positioning parts 6 at equal angles, and the ball track positioning parts 6 set at equal angles are distributed in a corresponding manner with the main inner concave guide groove 3 on the outside of the axle fork body 1.

[0031] The interior of the shaft fork cavity 5 opened in the shaft fork body 1 is provided with a swing angle increasing portion 7 at an equal angle, and the swing angle increasing portion 7 opened at an equal angle is distributed one-to-one with the secondary concave guide groove 4 on the outside of the shaft fork body 1; the swing angle increasing portion 7 opened at an equal angle cooperates with the ball lane positioning portion 6, thereby improving the swing angle of the drive shaft during transmission and improving the comfort of the transmission mechanism.

[0032] like Figure 3-Figure 4 As shown, the shaft fork body 1 is installed for the shaft pin through the shaft fork cavity 5 opened inside, and the ball track positioning part 6 and the swing angle increasing part 7 distributed at equal angles not only position the shaft pin, but also improve the swing angle of the drive shaft during transmission, thereby ensuring the comprehensive mechanical properties of the product and avoiding thermal deformation during subsequent heat treatment processing, thereby improving the dimensional accuracy and comprehensive quality of the product.

[0033] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A novel lightweight transmission shaft fork for a car, comprising a fork body (1), and a shaft rod body (2) fixedly mounted at the center position of the bottom end of the fork body (1); It is characterized in that Also includes: The outer portion of the shaft fork body (1) is provided with main inwardly concave guide grooves (3) at equal angles, and the outer portion of the shaft fork body (1) is provided with auxiliary inwardly concave guide grooves (4) at equal angles; A shaft fork cavity (5) is provided inside the shaft fork body (1).

2. The novel lightweight transmission shaft fork for a car according to claim 1, characterized in that: The shaft fork body (1) forms a hollow columnar structure through the shaft fork cavity (5) opened inside, and the shaft fork body (1) is arranged with an open top surface.

3. The novel lightweight transmission shaft fork for a car according to claim 1, characterized in that: The shaft fork body (1) and the shaft rod body (2) at the bottom end are arranged in a vertically coaxial and concentric structure, and the diameter of the shaft rod body (2) is smaller than the diameter of the shaft fork cavity (5) opened inside the shaft fork body (1).

4. The novel lightweight transmission shaft fork for a car according to claim 1, characterized in that: The main inner concave guide grooves (3) and the auxiliary inner concave guide grooves (4) provided at equal angles on the outside of the shaft fork body (1) are distributed in a staggered manner.

5. The novel lightweight transmission shaft fork for a car according to claim 4, characterized in that: The main inwardly concave guide groove (3) and the auxiliary inwardly concave guide groove (4) opened at equal angles facilitate reducing the loss of raw materials of the shaft fork body (1), and facilitate lightweight adjustment without affecting the strength of the shaft fork body (1).

6. The novel lightweight transmission shaft fork for a car according to claim 1, characterized in that: Ball track positioning parts (6) are arranged at equal angles inside the shaft fork cavity (5) opened by the shaft fork body (1), and the ball track positioning parts (6) arranged at equal angles are arranged in a corresponding distribution with the main inner concave guide groove (3) outside the shaft fork body (1).

7. The novel lightweight transmission shaft fork for a car according to claim 6, characterized in that: The shaft fork cavity (5) provided in the shaft fork body (1) is provided with swing angle increasing portions (7) at equal angles, and the swing angle increasing portions (7) provided at equal angles are distributed in a one-to-one correspondence with the auxiliary inner concave guide grooves (4) outside the shaft fork body (1).

8. The novel lightweight transmission shaft fork for a car according to claim 7, characterized in that: The swing angle increasing portion (7) opened at equal angles cooperates with the ballway positioning portion (6), thereby increasing the swing angle of the drive shaft during transmission and improving the comfort of the transmission mechanism.

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