Shifting fork structure between wheels and double-rear-axle speed reducer

Abstract

The utility model discloses an inter-wheel shifting fork structure and a double rear axle speed reducer, and relates to the technical field of automobile parts, the inter-wheel shifting fork structure comprises a meshing sleeve and a shifting fork, the meshing sleeve comprises a sleeve body, inner clamping teeth are arranged on the inner side wall of the sleeve body, a convex ring is arranged in the middle of the outer side wall of the sleeve body, and one end of the outer side wall of the sleeve body expands outwards to form a flaring part; a limiting groove is formed between the flaring part and the convex ring; the shifting fork comprises a body, a connecting hole is formed in the upper end of the body, two opposite fork arms are formed at the lower end of the body, and the two fork arms are in interference connection with the limiting grooves respectively.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts technology, specifically to an inter-wheel shift fork structure and a dual rear axle reducer. Background Technology

[0002] The inter-wheel shift fork structure is a key component in a mechanical transmission system. It is mainly used to control the sliding engagement sleeve in the differential or transfer case to achieve the engagement and disengagement of the inter-wheel differential lock, thereby adjusting the power distribution. With existing reducers, the engagement sleeve is prone to falling off the reducer assembly after assembly, which not only poses a risk of injury but also makes assembling the axle assembly inconvenient. Utility Model Content

[0003] In view of the defects existing in the prior art, the purpose of this utility model is to provide an inter-wheel shift fork structure and a double rear axle reducer, which can effectively prevent the engagement sleeve from falling off.

[0004] To achieve the above objectives, the technical solution adopted by this utility model is as follows: an inter-wheel shift fork structure, including a meshing sleeve and a shift fork, wherein the meshing sleeve includes a sleeve body, the inner sidewall of the sleeve body is provided with an inner retaining tooth, the middle part of the outer sidewall of the sleeve body is provided with a protruding ring, one end of the outer sidewall of the sleeve body expands outward to form a flared portion, and a limiting groove is formed between the flared portion and the protruding ring; the shift fork includes a body, the upper end of the body is provided with a connecting hole, and the lower end of the body forms two opposing fork arms, the two fork arms being respectively interference-fitted with the limiting groove.

[0005] A further improvement is that the interference fit between the fork arm and the limiting groove is 0.253.

[0006] A further improvement is that a clamping part is provided on the inner side of the end of the fork arm, and a protrusion is provided at the lower end of the clamping part.

[0007] This utility model also provides a dual rear axle reducer, including a reducer housing assembly and a connected differential left housing and differential right housing, and also includes the inter-wheel shift fork structure as described above.

[0008] The reducer housing assembly has a through structure, and a left connecting seat and a right connecting seat are provided opposite each other at the lower end of the reducer housing assembly. A mounting seat is provided on the side of the reducer housing assembly. A pressure switch is provided on the mounting seat, and an inter-wheel shift fork shaft is provided inside the mounting seat. An inter-wheel compression spring is provided on the inner end of the inter-wheel shift fork shaft, and a cylinder assembly is provided on the outer end of the inter-wheel shift fork shaft.

[0009] The outer end of the left differential housing is provided with a hollow first connecting shaft, and the first connecting shaft is connected to the left connecting seat through the left differential housing bearing.

[0010] The outer end of the right housing of the differential is provided with a hollow second connecting shaft, and the second connecting shaft is connected to the right connecting seat through the right differential housing bearing; the outer side of the second connecting shaft is provided with external retaining teeth.

[0011] The shift fork is connected to the inter-wheel shift fork shaft through a connecting hole, and the meshing sleeve is fitted onto the second connecting shaft, with the inner and outer locking teeth meshing with each other.

[0012] A further improvement is that it also includes a drive shaft, which is vertically mounted inside the reducer housing assembly via cylindrical roller bearings, and a drive bevel gear is provided at the lower end of the drive shaft; a driven gear that meshes with the drive bevel gear is provided on the inner end of the left housing of the differential.

[0013] A further improvement is that it also includes a bearing housing located at the upper opening of the reducer housing assembly. The bearing housing contains an upper tapered roller bearing and a lower tapered roller bearing adapted to the drive shaft, and a rear axle main tapered spacer is provided between the upper tapered roller bearing and the lower tapered roller bearing. A shaft elastic retaining ring is provided at the connection between the bearing housing and the reducer housing assembly.

[0014] A further improvement is that the upper end of the drive shaft passes through the bearing housing and is connected to the end face tooth flange assembly and locked by a hexagonal self-locking nut, and a rear axle main cone oil seal assembly is provided between the end face tooth flange assembly and the bearing housing.

[0015] A further improvement is that a cross shaft is provided inside the left and right differential housings, and planetary gears and planetary tooth pads are provided on the four shafts of the cross shaft.

[0016] A further improvement is that: half-shaft gears and half-shaft tooth pads are provided on both sides of the cross shaft, and the half-shaft gears mesh with the planetary gears.

[0017] A further improvement is that the left and right differential housings, as well as the left differential housing and the driven gear, are all connected by bolts.

[0018] The beneficial effects of this utility model are as follows:

[0019] 1. In this utility model, by designing a specially structured engagement sleeve and fork, and controlling the interference between the fork arm and the limiting groove, the engagement sleeve can be effectively prevented from falling off.

[0020] 2. In this utility model, the dual rear axle reducer has a simple structure, is easier to assemble, and improves work efficiency. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the inter-wheel shift fork structure in an embodiment of the present invention;

[0022] Figure 2 for Figure 1 Side view;

[0023] Figure 3 This is a schematic diagram of the meshing sleeve in an embodiment of the present invention;

[0024] Figure 4 This is a schematic diagram of the structure of the pull fork in an embodiment of this utility model;

[0025] Figure 5 This is a schematic diagram of the structure of the dual rear axle reducer in this embodiment of the present invention;

[0026] Figure 6 This is an exploded view of the reducer housing assembly in an embodiment of this utility model;

[0027] Figure 7 This is an exploded view of the left and right differential housings in an embodiment of this utility model.

[0028] Figure label:

[0029] 1-Reducer housing assembly; 11-Left connecting seat; 12-Right connecting seat; 13-Mounting seat; 14-Inter-wheel shift fork shaft; 15-Inter-wheel compression spring; 16-Cylinder assembly; 17-Pressure switch; 18-Cylindrical roller bearing;

[0030] 2-Drive shaft; 21-Drive bevel gear; 22-End face tooth flange assembly; 23-Hexagonal self-locking nut; 24-Rear axle main cone oil seal assembly;

[0031] 3-Bearing housing; 31-Lower tapered roller bearing; 32-Upper tapered roller bearing; 33-Rear axle main tapered spacer; 34-Shaft retaining ring;

[0032] 4-Inter-wheel shift fork structure; 41-Meshing sleeve; 411-Sleeve body; 412-Inner retaining tooth; 413-Protruding ring; 414-Flanged part; 415-Limiting groove; 42-Shift fork; 421-Body; 422-Connecting hole; 423-Fork arm; 424-Clamping part; 425-Protrusion;

[0033] 5-Left differential housing; 51-First connecting shaft; 52-Left differential housing bearing; 53-Driven gear;

[0034] 6-Right differential housing; 61-Second connecting shaft; 62-External retaining gear; 63-Right differential housing bearing;

[0035] 7-Cross shaft; 71-Planetary gear; 72-Planetary tooth pad;

[0036] 8 - Half-shaft gear; 81 - Half-shaft tooth pad. Detailed Implementation

[0037] The embodiments of this utility model are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout.

[0038] In the description of this utility model, it should be noted that the directional terms such as "center", "horizontal (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", and "counterclockwise" indicate the orientation and positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. They should not be construed as limiting the specific protection scope of this utility model.

[0039] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features. Thus, the use of "first" and "second" to define a feature may explicitly or implicitly include one or more of that feature. In the description of this utility model, "several" or "a number" means two or more, unless otherwise explicitly specified.

[0040] The following description, in conjunction with the accompanying drawings, further illustrates specific embodiments of the present invention, making the technical solution and beneficial effects of the present invention clearer and more explicit. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0041] See Figures 1-4 As shown, this embodiment of the utility model provides an inter-wheel shift fork structure, including a meshing sleeve 41 and a shift fork 42. The meshing sleeve 41 includes a sleeve body 411, with an inner retaining tooth 412 on the inner sidewall of the sleeve body 411 and a protruding ring 413 in the middle of the outer sidewall of the sleeve body 411. One end of the outer sidewall of the sleeve body 411 expands outward to form a flared portion 414, and a limiting groove 415 is formed between the flared portion 414 and the protruding ring 413. The shift fork 42 includes a body 421, with a connecting hole 422 at the upper end of the body 421 and two opposing fork arms 423 at the lower end of the body 421. The two fork arms 423 are respectively interference-fitted with the limiting groove 415. Specifically, the interference fit between the fork arms 423 and the limiting groove 415 is 0.253. A clamping portion 424 is provided on the inner side of the end of the fork arm 423, and a protrusion 425 is provided at the lower end of the clamping portion 424.

[0042] See Figures 5-7As shown, this utility model embodiment also provides a dual rear axle reducer, including a reducer housing assembly 1 and a connected differential left housing 5 and differential right housing 6, and also includes an inter-wheel shift fork structure 4 as described above.

[0043] The reducer housing assembly 1 has a through structure from top to bottom, and the lower end of the reducer housing assembly 1 is provided with a left connecting seat 11 and a right connecting seat 12 opposite each other. The side of the reducer housing assembly 1 is provided with a mounting seat 13. A pressure switch 17 is provided on the mounting seat 13. An inter-wheel shift fork shaft 14 is provided inside the mounting seat 13. An inter-wheel compression spring 15 is provided on the inner end of the inter-wheel shift fork shaft 14. A cylinder assembly 16 is provided on the outer end of the inter-wheel shift fork shaft 14.

[0044] A hollow first connecting shaft 51 is provided at the outer end of the left differential housing 5, and the first connecting shaft 51 is connected to the left connecting seat 11 through the left differential housing bearing 52.

[0045] A hollow second connecting shaft 61 is provided on the outer end of the right differential housing 6, and the second connecting shaft 61 is connected to the right connecting seat 12 through the right differential housing bearing 63; an external retaining tooth 62 is provided on the outer side of the second connecting shaft 61.

[0046] The shift fork 42 is connected to the inter-wheel shift fork shaft 14 through the connecting hole 422, and the meshing sleeve 41 is sleeved on the second connecting shaft 61, with the inner locking tooth 412 meshing with the outer locking tooth 62.

[0047] See Figure 5 and Figure 6 As shown, the dual rear axle reducer also includes a drive shaft 2, which is vertically mounted in the reducer housing assembly 1 via a cylindrical roller bearing 18, and a drive bevel gear 21 is provided at the lower end of the drive shaft 2; a driven gear 53 that meshes with the drive bevel gear 21 is provided at the inner end of the left differential housing 5.

[0048] See Figure 5 and Figure 6 As shown, the dual rear axle reducer also includes a bearing housing 3 located at the upper opening of the reducer housing assembly 1. The bearing housing 3 contains an upper tapered roller bearing 32 and a lower tapered roller bearing 31 adapted to the drive shaft 2, and a rear axle main cone spacer 33 is provided between the upper tapered roller bearing 32 and the lower tapered roller bearing 31. A shaft elastic retaining ring 34 is provided at the connection between the bearing housing 3 and the reducer housing assembly 1. Specifically, the upper end of the drive shaft 2 passes through the bearing housing 3 and connects to the end face tooth flange assembly 22, which is locked by a hexagonal self-locking nut 23. A rear axle main cone oil seal assembly 24 is provided between the end face tooth flange assembly 22 and the bearing housing 3.

[0049] See Figure 5 and Figure 7As shown, a cross shaft 7 is installed inside the left differential housing 5 and the right differential housing 6. Planetary gears 71 and planetary gear shims 72 are installed on each of the four shafts of the cross shaft 7. Specifically, half-shaft gears 8 and half-shaft gear shims 81 are installed on both sides of the cross shaft 7, and the half-shaft gears 8 mesh with the planetary gears 71. The left differential housing 5 and the right differential housing 6, as well as the left differential housing 5 and the driven gear 53, are all connected by bolts.

[0050] In the description of this specification, references to terms such as "an embodiment," "preferred," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this utility model. Illustrative expressions of the above terms in this specification do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0051] Based on the above description of the structure and principle, those skilled in the art should understand that this utility model is not limited to the specific embodiments described above. Improvements and substitutions based on this utility model using techniques known in the art all fall within the protection scope of this utility model and should be defined by the claims.

Claims

1. A wheel-mounted shift fork structure, comprising a meshing sleeve (41) and a shift fork (42), characterized in that: The engagement sleeve (41) includes a sleeve body (411), the inner sidewall of the sleeve body (411) is provided with an inner retaining tooth (412), the middle part of the outer sidewall of the sleeve body (411) is provided with a protruding ring (413), one end of the outer sidewall of the sleeve body (411) expands outward to form a flared part (414), and a limiting groove (415) is formed between the flared part (414) and the protruding ring (413); the fork (42) includes a body (421), the upper end of the body body (421) is provided with a connecting hole (422), and the lower end of the body body (421) forms two opposing fork arms (423), the two fork arms (423) are respectively press-fitted to the limiting groove (415).

2. The inter-wheel shift fork structure according to claim 1, characterized in that: The interference fit between the fork arm (423) and the limiting groove (415) is 0.

253.

3. The inter-wheel shift fork structure according to claim 1, characterized in that: The inner side of the end of the fork arm (423) is provided with a clamping part (424), and the lower end of the clamping part (424) is provided with a protrusion (425).

4. A dual rear axle reducer, comprising a reducer housing assembly (1) and connected differential left housing (5) and differential right housing (6), characterized in that: It also includes the wheel-mounted fork structure (4) as described in any one of claims 1 to 3; The reducer housing assembly (1) has a through structure, and the lower end of the reducer housing assembly (1) is provided with a left connecting seat (11) and a right connecting seat (12) opposite each other. The side of the reducer housing assembly (1) is provided with a mounting seat (13); a pressure switch (17) is provided on the mounting seat (13), an inter-wheel shift fork shaft (14) is provided inside the mounting seat (13), and an inter-wheel compression spring (15) is provided on the inner end of the inter-wheel shift fork shaft (14), and a cylinder assembly (16) is provided on the outer end of the inter-wheel shift fork shaft (14). The outer end of the left differential housing (5) is provided with a hollow first connecting shaft (51), and the first connecting shaft (51) is connected to the left connecting seat (11) through the left differential housing bearing (52). The outer end of the right housing (6) of the differential is provided with a hollow second connecting shaft (61), and the second connecting shaft (61) is connected to the right connecting seat (12) through the right differential housing bearing (63); the outer side of the second connecting shaft (61) is provided with an external retaining tooth (62); The shift fork (42) is connected to the inter-wheel shift fork shaft (14) through the connecting hole (422), and the meshing sleeve (41) is sleeved on the second connecting shaft (61), and the inner locking tooth (412) meshes with the outer locking tooth (62).

5. The dual rear axle reducer according to claim 4, characterized in that: It also includes a drive shaft (2), which is vertically mounted in the reducer housing assembly (1) via a cylindrical roller bearing (18), and a drive bevel gear (21) is provided at the lower end of the drive shaft (2); a driven gear (53) that meshes with the drive bevel gear (21) is provided on the inner end of the left differential housing (5).

6. The dual rear axle reducer according to claim 5, characterized in that: It also includes a bearing housing (3) located at the upper opening of the reducer housing assembly (1). The bearing housing (3) is provided with an upper tapered roller bearing (32) and a lower tapered roller bearing (31) adapted to the drive shaft (2), and a rear axle main tapered spacer (33) is provided between the upper tapered roller bearing (32) and the lower tapered roller bearing (31). A shaft elastic retaining ring (34) is provided at the connection between the bearing housing (3) and the reducer housing assembly (1).

7. The dual rear axle reducer according to claim 6, characterized in that: The upper end of the drive shaft (2) passes through the bearing housing (3) and is connected to the end face tooth flange assembly (22) and locked by a hexagonal self-locking nut (23). A rear axle main cone oil seal assembly (24) is provided between the end face tooth flange assembly (22) and the bearing housing (3).

8. The dual rear axle reducer according to claim 4, characterized in that: The differential left housing (5) and differential right housing (6) are provided with a cross shaft (7), and planetary gears (71) and planetary tooth pads (72) are provided on the four shafts of the cross shaft (7).

9. The dual rear axle reducer according to claim 8, characterized in that: Both sides of the cross shaft (7) are provided with half-shaft gears (8) and half-shaft tooth pads (81), and the half-shaft gears (8) mesh with the planetary gears (71).

10. The dual rear axle reducer according to claim 5, characterized in that: The left differential housing (5) and the right differential housing (6), as well as the left differential housing (5) and the driven gear (53), are all connected by bolts.

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