High-strength long-life automobile ball cage structure
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZHEJIANG JIATAI AUTO PARTS CO LTD
- Filing Date
- 2025-08-28
- Publication Date
- 2026-08-07
AI Technical Summary
[0005]首先，当传动轴角度较小时（如车辆直线行驶），所有滚珠均匀受力，可满足基本传动需求；但当角度增大（如车辆急转弯、颠簸路况导致悬挂大幅跳动，角度可达25-35°）时，靠近传动轴端的滚珠会承受远超设计阈值的集中载荷——由于所有滚珠直径相同、滑道位置固定，角度变化会使滚珠与滑道的接触点偏移，导致部分滚珠承担70%以上的扭矩，而另一侧滚珠几乎空载，这种“载荷失衡”会导致滑道内壁磨损加剧，出现“沟痕”，缩短球笼整体寿命；
[0014] The ball cage body of this utility model is configured such that when the angle between the first drive shaft and the second drive shaft is small, the first ball and the second ball can simultaneously be responsible for transmitting the torque between the ball and the spherical shell. When the angle between the first drive shaft and the second drive shaft is large, the first ball can transmit the main torque between the ball and the spherical shell, while the second ball can be responsible for guiding the movement of the cage and the stability between the ball and the spherical shell, thereby improving the service life.
Smart Images
Figure CN224606875U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of automotive parts technology, and in particular relates to a high-strength, long-life automotive CV joint structure. Background Technology
[0002] In automotive transmission systems, the CV joint is a core transmission component that connects the gearbox (or transfer case) to the drive wheels. Its core function is to achieve "non-equiaxial transmission"—that is, under conditions such as vehicle steering and bumps, when the angle between the drive wheels and the gearbox output shaft changes, it can still efficiently and smoothly transmit torque, ensuring that power is stably transmitted from the drive shaft to the wheels. It is a key component for ensuring the smoothness of vehicle driving and the flexibility of steering.
[0003] From an application perspective, CV joint structures are mainly divided into "fixed CV joints" and "telescopic CV joints": the former is usually installed on the side closer to the wheel and is responsible for angle compensation (such as angle changes during steering); the latter is installed on the side closer to the gearbox and has both angle and length compensation functions (such as changes in driveshaft length caused by suspension bounce during vehicle movement). Regardless of the type, its core components revolve around "spherical shell + CV joint body (including balls, bearings, and cages) + driveshaft". Angle adaptation and torque transmission are achieved through the sliding of the bearings within the raceways, making it an indispensable key component in modern front-wheel drive and four-wheel drive vehicle transmission systems.
[0004] However, existing automotive CV joint structures have the following drawbacks in practical use:
[0005] First, when the drive shaft angle is small (such as when the vehicle is traveling in a straight line), all the balls are evenly stressed, which can meet the basic transmission requirements. However, when the angle increases (such as when the vehicle makes a sharp turn or the suspension bounces significantly due to bumpy road conditions, the angle can reach 25-35°), the balls near the drive shaft end will bear a concentrated load far exceeding the design threshold. Since all the balls have the same diameter and the slide rail position is fixed, the change in angle will cause the contact point between the balls and the slide rail to shift, resulting in some balls bearing more than 70% of the torque, while the balls on the other side are almost unloaded. This "load imbalance" will cause the inner wall of the slide rail to wear more intensely, resulting in "grooves" and shortening the overall life of the ball cage.
[0006] Secondly, when the vehicle is under harsh operating conditions (such as fully loaded uphill driving, high-speed long-distance driving, and frequent turning), the continuous friction between the ball and the spherical shell, and between the ball and the slide, will generate a lot of heat. The traditional structure only relies on the surface of the spherical shell for heat dissipation, which has extremely low heat dissipation efficiency. High temperature will cause the metal parts such as the spherical shell and the ball to undergo slight deformation due to thermal stress, resulting in abnormal fit clearance (too tight or too loose), which will further aggravate wear. In severe cases, it will cause "burning" failure (the ball and the slide stick together), which will directly lead to the scrapping of the ball cage.
[0007] Therefore, it is essential to invent a high-strength, long-life automotive CV joint structure. Utility Model Content
[0008] To address the above problems, this utility model proposes a high-strength, long-life automotive CV joint structure, and the technical solution used is as follows:
[0009] A high-strength, long-life automotive CV joint structure includes a first driveshaft, a CV joint body, a spherical shell, a second driveshaft, a cooling mechanism, and a sealing cover. One end of the first driveshaft is fixed to a corresponding automotive structure, and the other end of the first driveshaft is welded to the CV joint body, which is slidably mounted inside the spherical shell. One end of the spherical shell is fixed to the second driveshaft, and the other end of the second driveshaft is fixed to a corresponding automotive structure. A cooling mechanism is fixed to the spherical shell, wherein the inlet and outlet of the cooling mechanism are respectively connected to corresponding ports of the automotive coolant circulation refrigeration system. The outer surfaces of the spherical shell and the first driveshaft are sealed and fixed with a sealing cover.
[0010] Furthermore, the ball cage body includes a sphere, a first slide rail, a second slide rail, a first ball bearing, a second ball bearing, and a retainer. The sphere is movably disposed inside the spherical shell, and a first drive shaft is fixed to the outer side of the sphere by welding. Several first slide rails are correspondingly formed on the outer side of the sphere near the first drive shaft and on the inner wall of the spherical shell near the first drive shaft, and several second slide rails are correspondingly formed on the outer side of the sphere away from the first drive shaft and on the inner wall of the spherical shell away from the first drive shaft. First balls are slidably installed inside each of the first slide rails, and second balls are slidably installed inside each of the second slide rails. A retainer is movably disposed between the sphere and the spherical shell, wherein the retainer has several through holes adapted to the first and second balls. This arrangement allows the first and second drive shafts to rotate synchronously even when there is an angle between them.
[0011] Furthermore, the diameter of the first ball is larger than the diameter of the second ball, and the number of the second balls is less than the number of the first balls. This arrangement ensures the stability between the sphere and the spherical shell even when the angle between the first and second drive shafts is large.
[0012] Furthermore, the cooling mechanism includes an inner shell, an outer shell, heat exchange tubes, a connecting plate, a liquid delivery tube, and an annular cavity. Two inner shells are provided, each fixed to the outer surface of the spherical shell by welding. The outer shells are rotatably mounted on the outer surfaces of the inner shells via sealed bearings, with an annular cavity formed between each inner shell and the outer shell. Several heat exchange tubes are fixed between the two inner shells, with both ends of each tube communicating with a corresponding annular cavity, and all tubes are fixed inside the spherical shell. A connecting plate is fixed between the two outer shells, and this plate is bolted to the vehicle frame. A liquid delivery tube is fixed to the outer surface of each outer shell, with the other end of each tube connected to the drain port and return port of the vehicle's coolant circulation system. This design prevents the spherical shell from being damaged by high temperatures.
[0013] Compared with the prior art, the present invention has the following beneficial effects:
[0014] The ball cage body of this utility model is configured such that when the angle between the first drive shaft and the second drive shaft is small, the first ball and the second ball can simultaneously be responsible for transmitting the torque between the ball and the spherical shell. When the angle between the first drive shaft and the second drive shaft is large, the first ball can transmit the main torque between the ball and the spherical shell, while the second ball can be responsible for guiding the movement of the cage and the stability between the ball and the spherical shell, thereby improving the service life.
[0015] The cooling mechanism of this invention allows the coolant discharged from the automotive coolant circulation system to be delivered to the corresponding annular cavity through one of the delivery pipes, and then through the heat exchange pipes into another annular cavity. Finally, the coolant is returned to the automotive coolant circulation system through another delivery pipe. When the coolant passes through the heat exchange pipes, it can carry away the heat from the spherical shell, thereby preventing the spherical shell from being damaged due to high temperature and improving the strength of the spherical shell (when there is an angle between the first drive shaft and the second drive shaft, the sphere will continuously move inside the spherical shell, resulting in high temperature in the spherical shell). Attached Figure Description
[0016] To more clearly illustrate the technical solutions of the embodiments of this utility model, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0017] Figure 1 This is a schematic diagram of the structure of this utility model.
[0018] Figure 2 This is an exploded structural diagram of the present invention.
[0019] Figure 3 This is a schematic diagram of the cooling mechanism of this utility model.
[0020] Figure 4 This is a cross-sectional structural diagram of the inner shell and outer shell of this utility model.
[0021] In the picture:
[0022] 1-First drive shaft, 2-ball cage body, 21-ball, 22-first slide rail, 23-second slide rail, 24-first ball, 25-second ball, 26-cage, 3-spherical shell, 4-second drive shaft, 5-cooling mechanism, 51-inner shell, 52-outer shell, 53-heat exchange tube, 54-connecting plate, 55-infusion tube, 56-annular cavity, 6-sealing cover. Detailed Implementation
[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of the present utility model.
[0024] In the description of this utility model, it should be understood that the terms "upper", "middle", "outer", "inner", "around", etc., which indicate orientation or positional relationship, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the components or elements referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.
[0025] Please see Figures 1 to 4 As shown, this utility model is a high-strength, long-life automotive CV joint structure, including a first drive shaft 1, a CV joint body 2, a spherical shell 3, a second drive shaft 4, a cooling mechanism 5, and a sealing cover 6. One end of the first drive shaft 1 is fixed to a corresponding automotive structure, and the other end of the first drive shaft 1 is fixed to the CV joint body 2 by welding. The CV joint body 2 is slidably installed inside the spherical shell 3. One end of the spherical shell 3 is fixed to the second drive shaft 4, and the other end of the second drive shaft 4 is fixed to a corresponding automotive structure. The cooling mechanism 5 is fixed on the spherical shell 3, and the inlet and outlet of the cooling mechanism 5 are respectively connected to the corresponding ports of the automotive coolant circulation refrigeration system. The outer surfaces of the spherical shell 3 and the first drive shaft 1 are sealed and fixed with the sealing cover 6.
[0026] Specifically, the ball cage body 2 includes a ball 21, a first slide rail 22, a second slide rail 23, a first ball bearing 24, a second ball bearing 25, and a cage 26. The ball 21 is movably disposed inside the spherical shell 3, and a first drive shaft 1 is fixed to the outer side of the ball 21 by welding. Several first slide rails 22 are correspondingly formed on the outer side of the ball 21 near the first drive shaft 1 and on the inner wall of the spherical shell 3 near the first drive shaft 1, and several second slide rails 23 are correspondingly formed on the outer side of the ball 21 away from the first drive shaft 1 and on the inner wall of the spherical shell 3 away from the first drive shaft 1. First balls 24 are slidably installed inside each of the first slide rails 22, and second balls 25 are slidably installed inside each of the second slide rails 23. A retainer 26 is movably disposed between the sphere 21 and the spherical shell 3. The retainer 26 has several through holes adapted to the first ball 24 and the second ball 25. In use, the cooperation of the sphere 21, the first slide rail 22, the second slide rail 23 and the spherical shell 3 enables the first drive shaft 1 and the second drive shaft 4 to rotate synchronously. Furthermore, when the angle between the first drive shaft 1 and the second drive shaft 4 changes, the first ball 24 and the second ball 25 can slide accordingly inside the first slide rail 22 and the second slide rail 23. Thus, even if the angle between the first drive shaft 1 and the second drive shaft 4 changes, the first drive shaft 1 and the second drive shaft 4 can still rotate synchronously.
[0027] Specifically, the diameter of the first ball 24 is larger than the diameter of the second ball 25, and the number of second balls 25 is less than the number of first balls 24. With this arrangement, when the angle between the first drive shaft 1 and the second drive shaft 4 is small, the first ball and the second ball can simultaneously be responsible for transmitting the torque between the ball and the spherical shell. When the angle between the first drive shaft 1 and the second drive shaft 4 is large, the first ball can transmit the main torque between the ball and the spherical shell, while the second ball can be responsible for guiding the movement of the cage and the stability between the ball and the spherical shell.
[0028] Specifically, the cooling mechanism 5 includes an inner shell 51, an outer shell 52, heat exchange tubes 53, a connecting plate 54, a liquid inlet pipe 55, and an annular cavity 56. Two inner shells 51 are provided, each welded to the outer side of the spherical shell 3. The outer shell 52 is rotatably mounted on the outer side of each inner shell 51 via a sealed bearing. An annular cavity 56 is formed between each inner shell 51 and the corresponding outer shell 52. Several heat exchange tubes 53 are fixed between the two inner shells 51, with both ends of each tube communicating with a corresponding annular cavity 56, and all tubes 53 are fixed inside the spherical shell 3. A connecting plate 54 is fixed between the two outer shells 52, and the connecting plate 54 is bolted to the vehicle frame. A liquid inlet pipe is fixed to the outer side of each outer shell 52. The other end of the infusion pipe 55 is connected to the drain port and return port of the automotive coolant circulation refrigeration system, respectively. During use, the coolant discharged from the automotive coolant circulation refrigeration system is transported to the corresponding annular cavity 56 through one of the infusion pipes 55, and then enters the other annular cavity 56 through the heat exchange pipe 53. Finally, the coolant is returned to the automotive coolant circulation refrigeration system through the other infusion pipe 55. When the coolant passes through the heat exchange pipe 53, it can carry away the heat of the spherical shell 3, thereby preventing the spherical shell 3 from overheating (when there is an angle between the first drive shaft 1 and the second drive shaft 4, the sphere 21 will continuously move inside the spherical shell 3, which will cause the spherical shell 3 to reach a high temperature).
[0029] Please see Figure 1-4 As shown, this utility model is a high-strength, long-life automotive CV joint structure. Its working principle is as follows: During use, through the cooperation between the CV joint body 2 and the spherical shell 3, the first drive shaft 1 and the second drive shaft 4 can still rotate synchronously even when there is an angle between them. Secondly, the cooling mechanism 5, through cooperation with the automotive coolant circulation cooling system, can prevent the spherical shell 3 from being damaged by high temperature. In addition, the sealing cover 6 can prevent dust from entering between the CV joint body 2 and the spherical shell 3.
[0030] In the description of this specification, references to terms such as "an embodiment," "example," "specific example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms 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.
[0031] The preferred embodiments of this utility model disclosed above are merely illustrative of the present utility model. These preferred embodiments do not exhaustively describe all details, nor do they limit the utility model to the specific implementations described. Clearly, many modifications and variations can be made based on the content of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of this utility model, thereby enabling those skilled in the art to better understand and utilize it. This utility model is limited only by the claims and their full scope and equivalents.
Claims
1. A high-strength, long-life automotive CV joint structure, comprising a first drive shaft (1), a CV joint body (2), a spherical shell (3), a second drive shaft (4), a cooling mechanism (5), and a sealing cover (6), characterized in that: One end of the first drive shaft (1) is fixed to the corresponding structure of the automobile, and the other end of the first drive shaft (1) is fixed to a ball cage body (2), which is slidably installed inside the spherical shell (3); one end of the spherical shell (3) is fixed to a second drive shaft (4), wherein the other end of the second drive shaft (4) is fixed to the corresponding structure of the automobile; a cooling mechanism (5) is fixed on the spherical shell (3), wherein the inlet and outlet of the cooling mechanism (5) are respectively connected to the corresponding ports of the automobile coolant circulation refrigeration system; a sealing cover (6) is sealed and fixed on the outer side of the spherical shell (3) and the first drive shaft (1); the cooling mechanism (5) includes an inner shell (51), an outer shell (52), a heat exchange tube (53), a connecting plate (54), a liquid delivery tube (55), and an annular cavity (56), wherein the inner shell (51) is fixed to the corresponding structure of the automobile, and the ball cage body (2) is slidably installed inside the spherical shell (3); one end of the spherical shell (3) is fixed to a second drive shaft (4), wherein the other end of the spherical shell (3) is fixed to the corresponding structure of the automobile; a cooling mechanism (5) is fixed on the spherical shell (3), wherein the inlet and outlet of the cooling mechanism (5) are respectively connected to the corresponding ports of the automobile coolant circulation refrigeration system; a sealing cover (6) is sealed and fixed on the outer side of the spherical shell (3) and the first drive shaft (1); the cooling mechanism (5) includes an inner shell (51), an outer shell (52), a heat exchange tube (53), a connecting plate (54), a liquid delivery tube (55), and an annular cavity (56), wherein the inner shell (51), the outer shell (52), the outer shell (52), the outer shell (53), the outer shell (54), the outer shell (55), the outer shell There are two shells (51), with the inner shell (51) fixed to the outer side of the spherical shell (3); the outer side of the inner shell (51) is sealed and rotated to be fitted with an outer shell (52), and an annular cavity (56) is opened between the corresponding inner shell (51) and the outer shell (52); a number of heat exchange tubes (53) are fixed between the two inner shells (51), and the two ends of the heat exchange tubes (53) are respectively connected to the corresponding annular cavity (56), and the heat exchange tubes (53) are all fixed inside the spherical shell (3); a connecting plate (54) is fixed between the two outer shells (52), and the connecting plate (54) is fixed to the car frame by bolts; a liquid inlet pipe (55) is fixed to the outer side of the outer shell (52), and the other end of the liquid inlet pipe (55) is respectively connected to the drain port and return port of the car coolant circulation refrigeration system.
2. The high-strength, long-life automotive CV joint structure as described in claim 1, characterized in that: The ball cage body (2) includes a ball (21), a first slide rail (22), a second slide rail (23), a first ball (24), a second ball (25), and a cage (26). The ball (21) is movably disposed inside the spherical shell (3), and a first drive shaft (1) is fixed on the outer side of the ball (21). Several first slide rails (22) are correspondingly opened on the outer side of the ball (21) near the first drive shaft (1) and the inner wall of the spherical shell (3) near the first drive shaft (1). A number of second slide rails (23) are provided on the outer side of the first drive shaft (1) and the inner wall of the spherical shell (3) away from the first drive shaft (1); a first ball (24) is slidably installed inside the first slide rail (22), and a second ball (25) is slidably installed inside the second slide rail (23); a retainer (26) is movably arranged between the sphere (21) and the spherical shell (3), wherein a number of through holes adapted to the first ball (24) and the second ball (25) are provided on the retainer (26).
3. The high-strength, long-life automotive CV joint structure as described in claim 2, characterized in that: The diameter of the first ball (24) is greater than the diameter of the second ball (25), and the number of the second ball (25) is less than the number of the first ball (24).