Anti-falling fork groove type constant velocity universal joint

Abstract

The utility model discloses an anti-falling fork groove type constant velocity universal joint which comprises a CG outer ring, a retainer, a CG inner ring and n steel balls which are arranged in a window of the retainer and are evenly distributed in the circumferential direction. A rib is arranged on the inner raceway of the CG outer ring close to the side edge of the shaft rod along the vertical section of the whole raceway bus; the protruding edge is an arc, and the protruding edge is connected with the inner raceway of the CG outer ring through a transition arc A and a transition arc B. The anti-falling device is high in anti-falling reliability, the blocking failure problem is greatly reduced, the production efficiency is improved, the labor intensity of workers is reduced, and the manufacturing cost is saved.

Description

Technical Field

[0001] This utility model belongs to the field of automotive parts and relates to a constant velocity universal joint, and more particularly to an anti-disengagement groove type constant velocity universal joint. Background Technology

[0002] The anti-derailment structure of the fork-groove constant velocity joint (CV joint) is mainly to prevent the steel balls from detaching and causing failure, which may occur during drive shaft assembly, logistics transportation, and vehicle loading due to excessively large joint angles or excessive external sliding distances. Currently, there are two main types of anti-derailment structures for fork-groove CCV joints: one is the disc-type fork-groove CCV joint anti-derailment structure, which mainly involves installing a sealing sleeve 05 on the fork-groove CCV joint on the shaft side. Figure 1 and Figure 2 The sealing sleeve cover 05 is interference-fitted with the outer surface of the CG outer ring 01. The inner surface of the sealing sleeve cover 05 has a blocking groove to prevent the steel ball 04 from falling off. 02 is a retainer, and 03 is the CG inner ring. Another type is the anti-disengagement structure of a handle-type fork-groove constant velocity universal joint, such as... Figure 3 , Figure 4 , Figure 5 and Figure 6 As shown, after the fork-groove constant velocity universal joint is assembled, a dent (006) is made on the inner raceway edge near the shaft side of the universal joint. The number of dents (006) is typically one or two per raceway. 001 is the outer CG ring, 002 is the cage, and 003 is the inner CG ring. Special tooling is used to deform the raceway edge, forming a protrusion (005) to prevent the steel ball (004) from detaching. However, because only one or two dents are set on one raceway, the blocking force on the steel ball (004) is relatively small. Under certain large angles of the universal joint, there is a possibility of unreliable ball blocking, leading to blocking failure and rendering the universal joint unusable, thus causing the drive shaft to be scrapped. The investment in denting tooling and equipment, as well as the increased man-hours of the denting process, also increases the cost of the fork-groove constant velocity universal joint. The anti-detachment structure of the sealing sleeve mainly increases the cost of parts and assembly, resulting in higher production costs, more time and effort, and lower production efficiency for disc-type fork-type constant velocity universal joints. Furthermore, the sealing sleeve 05 is prone to detachment due to the compression of the steel ball, leading to the problem of blocking failure. Utility Model Content

[0003] The purpose of this invention is to solve the above-mentioned problems in the prior art and provide an anti-disengagement groove type constant velocity universal joint. This constant velocity universal joint has high anti-disengagement reliability, greatly reduces the occurrence of blocking failure, improves production efficiency, reduces the labor intensity of workers, and saves manufacturing costs.

[0004] To achieve the above objectives, the technical solution of this utility model is: an anti-disengagement groove type constant velocity universal joint, including a CG outer ring, a cage, a CG inner ring, and n circumferentially distributed steel balls placed in the cage window; a protruding rib is provided on the vertical section of the inner raceway of the CG outer ring near the shaft side edge along the entire raceway generatrix; the protruding rib is an arc, and the protruding rib and the inner raceway of the CG outer ring are connected by transition arcs A and B.

[0005] More preferably, the radius of the transition arc A is R1=10~14mm, the radius of the arc is R2=3~15mm, and the radius of the transition arc B is R3=10~14mm; the arcs are tangent to the transition arc A and the transition arc B respectively; and the protrusion height of the arc is 0.04~0.12mm higher than the protrusion height of the transition arc A and the transition arc B.

[0006] More preferably, the number n of the steel balls is 4, 5, 6, 7, 8, 9, or 10.

[0007] More preferably, the adjacent inner raceways or adjacent outer raceways of the fork-groove constant velocity universal joint have opposite inclination directions and the same slope; or one of the adjacent inner raceways or adjacent outer raceways is not inclined and the other is inclined at a positive angle; or one of the adjacent inner raceways or adjacent outer raceways is not inclined and the other is inclined at a negative angle; the adjacent inner raceways or adjacent outer raceways have opposite inclination directions and different slopes.

[0008] This invention is mainly used in disc-type fork-groove constant velocity universal joints, but can also be used in handle-type fork-groove constant velocity universal joints. The end with the protruding ridge connects to the drive shaft shaft end, replacing the sealing sleeve to control the steel ball from falling out. The other end, without the protruding ridge, connects to the output flange of the drive and gearbox end, and the steel ball is controlled to prevent it from falling out by the interference between the output flange and the steel ball.

[0009] The advantages of this invention compared to existing technologies are as follows: Because the anti-detachment structure of this invention uses a raised ridge on the edge of the inner or outer raceway, this ridge can be directly formed during the grinding or hard milling process of the raceway. Compared to the pressure-indentation anti-detachment structure, it eliminates the need for additional pressure-indentation tooling and equipment, reducing the pressure-indentation process, lowering the labor intensity of workers, and saving manufacturing costs. Furthermore, the raised ridge is set along the vertical section of the entire raceway generatrix, increasing the blocking area of ​​the steel ball and improving the reliability of anti-detachment. Compared to the sealing sleeve anti-detachment structure, the sealing sleeve is eliminated, reducing material and assembly costs. Moreover, the raised ridge is integrally formed with the inner or outer raceway, preventing detachment due to steel ball compression, greatly reducing the occurrence of blocking failure. In summary, this invention offers high anti-detachment reliability, significantly reduces blocking failure, improves production efficiency, lowers the labor intensity of workers, and saves manufacturing costs. Attached Figure Description

[0010] Figure 1 This is a front sectional view of the inner end of the existing disc-type fork-groove constant velocity universal joint drive shaft when it is in the neutral position.

[0011] Figure 2 This is a front sectional view of the existing disc-type fork-groove constant velocity universal joint drive shaft when it has moved to the left position.

[0012] Figure 3 This is a front sectional view of the drive shaft of an existing shank-type constant velocity universal joint with the inner end in the neutral position.

[0013] Figure 4 for Figure 3 A-direction view (only the outer ring of CG is shown, the steel ball is a dashed line);

[0014] Figure 5 This is a front sectional view of the existing handle-type fork-groove constant velocity universal joint drive shaft when it has moved to the left position (the indentation causes the raceway edge to deform, forming a protrusion that prevents the steel ball from coming out).

[0015] Figure 6 for Figure 4 View from direction B (only the outer ring of CG is shown, the steel ball is a dashed line);

[0016] Figure 7 This is a front sectional view of the drive shaft of this utility model when the inner end is in the neutral position.

[0017] Figure 8 for Figure 7 The C-direction view (only the outer ring of CG is shown, and the steel ball is a dashed line);

[0018] Figure 9 This is a front sectional view of the drive shaft of this utility model when it is moved to the left position (the protruding ridge prevents the steel ball from coming out).

[0019] Figure 10 for Figure 9 The D-direction view (only the outer ring of CG is shown, and the steel ball is a dashed line);

[0020] Figure 11 This is a front sectional view of the CG outer ring in this utility model;

[0021] Figure 12 for Figure 11 KK sectional view. Detailed Implementation

[0022] The present invention will be further described below with reference to specific embodiments.

[0023] like Figures 7 to 12As shown, this embodiment includes an outer CG ring 1, a cage 2, an inner CG ring 3, and n circumferentially distributed steel balls 4 placed within the window of the cage 2. The number n of steel balls 4 can be 4, 5, 6, 7, 8, 9, or 10. A raised rib is provided on the vertical section of the inner raceway of the outer CG ring 1 near the shaft side edge, or a raised rib 5 is provided on the vertical section of the outer raceway of the inner CG ring 3 near the shaft side edge. The raised rib 5 is an arc, and the transition between the raised rib 5 and the inner raceway of the outer CG ring 1 or the outer raceway of the inner CG ring 3 is formed by transition arcs A 51 and B 52. Preferably, the radius of transition arc A 51 is R1 = 10~14mm, the radius of the arc is R2 = 3~15mm, and the radius of transition arc B 52 is R3 = 10~14mm; the arcs are tangent to transition arc A 51 and transition arc B 52 respectively; and the protrusion height of the arcs is 0.04~0.12mm higher than the protrusion height of transition arc A 51 and transition arc B 52. Preferably, the adjacent inner raceways or adjacent outer raceways of the fork-groove constant velocity universal joint have opposite inclination directions and the same slope; or one of the adjacent inner raceways or adjacent outer raceways is not inclined and the other is inclined at a positive angle; or one of the adjacent inner raceways or adjacent outer raceways is not inclined and the other is inclined at a negative angle; the adjacent inner raceways or adjacent outer raceways have opposite inclination directions and different slopes.

[0024] This invention is mainly used in disc-type fork-groove constant velocity universal joints, but can also be used in handle-type fork-groove constant velocity universal joints. The end with the protruding ridge connects to the drive shaft shaft end, replacing the sealing sleeve to control the steel ball from falling out. The other end, without the protruding ridge, connects to the output flange of the drive and gearbox end, and the steel ball is controlled to prevent it from falling out by the interference between the output flange and the steel ball.

[0025] The above-described embodiments are merely preferred and exemplary, and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A type of anti-disengagement groove constant velocity universal joint, comprising an outer CG ring (1), a cage (2), an inner CG ring (3), and n circumferentially distributed steel balls (4) placed within a window of the cage (2); characterized in that: A protruding rib (5) is provided on the vertical section of the entire raceway generatrix near the side edge of the inner raceway of the outer ring (1) of CG; the protruding rib (5) is an arc, and the protruding rib (5) is connected to the inner raceway of the outer ring (1) of CG by transition arc A (51) and transition arc B (52).

2. The anti-disengagement groove type constant velocity universal joint according to claim 1, characterized in that: The radius of the transition arc A (51) is R1=10~14mm, the radius of the arc is R2=3~15mm, and the radius of the transition arc B (52) is R3=10~14mm; the arcs are tangent to the transition arc A (51) and the transition arc B (52) respectively; and the protrusion height of the arc is 0.04~0.12mm higher than the protrusion height of the transition arc A (51) and the transition arc B (52).

3. The anti-disengagement groove type constant velocity universal joint according to claim 1 or 2, characterized in that: The adjacent inner raceways or adjacent outer raceways of the fork-groove constant velocity universal joint have opposite inclination directions and the same slope; or one of the adjacent inner raceways or adjacent outer raceways is not inclined and the other is inclined at a positive angle; or one of the adjacent inner raceways or adjacent outer raceways is not inclined and the other is inclined at a negative angle; or the adjacent inner raceways or adjacent outer raceways have opposite inclination directions and different slopes.

4. The anti-disengagement groove type constant velocity universal joint according to claim 3, characterized in that: The number n of the steel balls (4) is 4, 5, 6, 7, 8, 9, or 10.

5. The anti-disengagement groove type constant velocity universal joint according to claim 1 or 2, characterized in that: The number n of the steel balls (4) is 4, 5, 6, 7, 8, 9, or 10.

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