A kind of ball cage type universal joint and its automobile drive axle connecting assembly

Abstract

This utility model discloses a ball-cage universal joint and its automotive drive axle connection assembly. The universal joint has a cylindrical structure with open ends and has opposing first and second end faces along its axial direction. A pair of opposing first forks protrude from the first end face, and a pair of opposing second forks protrude from the second end face, with the center line connecting the two first forks perpendicular to the center line connecting the two second forks. The inner wall of the universal joint is surrounded by reinforcing ribs perpendicular to its axis. The reinforcing ribs have a pair of first clearance grooves facing the first end face and a pair of second clearance grooves facing the second end face. The first and second clearance grooves are staggered and symmetrically distributed relative to the central axis of the reinforcing ribs. In the working state of the universal joint, this provides a non-contact motion envelope space for the transmission ends of the outer and inner half-shafts, eliminating motion interference during rotation of the outer and inner half-shafts. The reinforcing ribs of this utility model improve the overall rigidity, bending resistance, and torsional strength of the universal joint.

Description

Technical Field

[0001] This utility model relates to the field of automotive transmission system technology, specifically a ball-cage universal joint and its automotive drive axle connection assembly. Background Technology

[0002] The ball-cage universal joint is a key component in automotive drive systems. Its core function is to ensure stable power transmission between the outer and inner half-shafts at different angles during vehicle steering and suspension movement. Traditional ball-cage universal joints typically employ a hollow cylindrical shell structure with openings at both ends. The inner wall of the shell must provide sufficient space for the drive ends of the inner and outer half-shafts to accommodate their relative rotation. This hollow cylindrical shell structure, designed to provide sufficient space, results in relatively weak overall rigidity and bending resistance. In actual working conditions, the torque impact during rapid acceleration and braking of a vehicle, or the alternating load transmitted by the suspension on bumpy roads, will cause the universal joint housing to bear complex combined bending and torsional stresses, resulting in local torsional or radial deformation. When the housing deforms due to the load, the original reserved space is further squeezed, and the transmission end heads of the inner and outer half shafts are very likely to rub against the non-avoidable area of ​​the inner wall of the housing during rotation. At best, this will cause abnormal wear on the contact surface between the transmission end head and the housing, exacerbating the increase in component clearance; at worst, it will cause periodic mechanical impacts, producing obvious abnormal operating noises, and even in extreme working conditions, such as high-speed steering and heavy-load climbing, it will cause structural impact damage to the transmission end head or housing, seriously affecting the reliability and service life of the transmission system. Utility Model Content

[0003] The purpose of this invention is to provide a ball-cage universal joint to solve the problems mentioned in the background art.

[0004] To achieve the above objectives, this utility model provides the following technical solution: a ball-cage universal joint for connecting an outer half-shaft and an inner half-shaft; the universal joint has a columnar structure with open ends, and has opposing first end faces and second end faces along its axial direction; a pair of opposing first forks are protruding on the first end face, and a pair of opposing second forks are protruding on the second end face, and the center line connecting the two first forks is perpendicular to the center line connecting the two second forks; the inner wall of the universal joint is provided with a reinforcing rib plate perpendicular to its axis, and the reinforcing rib plate has a pair of first clearance grooves facing the first end face and a pair of second clearance grooves facing the second end face. The first clearance grooves and the second clearance grooves are staggered and symmetrically distributed with respect to the central axis of the reinforcing rib plate. In the working state of the universal joint, a non-contact motion envelope space is provided for the transmission end heads of the outer half-shaft and the inner half-shaft to eliminate motion interference when the outer half-shaft and the inner half-shaft rotate.

[0005] Furthermore, the center line of the first clearance groove is perpendicular to the center line of the first fork lug, and the center line of the second clearance groove is perpendicular to the center line of the second fork lug.

[0006] Furthermore, the transmission end heads of the outer half-shaft and the inner half-shaft have non-contact gaps with the groove walls of the first clearance groove and the second clearance groove, respectively.

[0007] Furthermore, the first and second clearance grooves are spherical grooves, and the curved contour of the spherical grooves is adapted to the rotation trajectory of the transmission end heads of the outer and inner half shafts.

[0008] Furthermore, the bottom of the first clearance groove is provided with a first clearance hole penetrating the reinforcing rib plate along the axial direction of the universal joint, and the bottom of the second clearance groove is provided with a second clearance hole penetrating the reinforcing rib plate along the axial direction of the universal joint.

[0009] Furthermore, the walls of the first and second clearance holes gradually taper from the surface of the reinforcing rib plate towards the centerline of the hole.

[0010] Furthermore, both the first and second forks are provided with through holes for mounting the connecting shaft.

[0011] An automotive drive axle connection assembly includes the aforementioned ball-cage universal joint, an outer half-shaft, and an inner half-shaft, wherein the outer half-shaft is rotatably connected to a first fork lug, and the inner half-shaft is rotatably connected to a second fork lug.

[0012] Furthermore, the outer half-shaft is connected to the first fork lug via a cross shaft, with two journals of the cross shaft hinged to the outer half-shaft and the other two journals passing through the through holes of the first fork lug; the inner half-shaft is connected to the second fork lug via another cross shaft, with two journals of the cross shaft hinged to the inner half-shaft and the other two journals passing through the through holes of the second fork lug.

[0013] Compared with the prior art, the beneficial effects of this utility model are:

[0014] 1. By setting an annular reinforcing rib plate inside the universal joint, the overall rigidity, bending and torsional strength of the universal joint are significantly improved, enabling it to withstand greater loads and impacts, and extending its service life. In addition, the relief groove set on the reinforcing rib plate provides a safe dynamic envelope space for the movement of the inner and outer half-shaft transmission ends, ensuring the smoothness and reliability of the transmission, ensuring that it does not contact the universal joint under any working state, and reducing motion interference, wear and noise.

[0015] 2. The setting of the clearance hole provides additional axial clearance depth under extreme steering conditions, allowing the outer and inner half shafts to swing freely at a larger angle, which significantly improves the vehicle's maneuverability and steering flexibility.

[0016] 3. This ball cage universal joint has a reliable structure and is not only suitable for drive axles of passenger cars and commercial vehicles, but can also be widely used in fields such as construction machinery and agricultural machinery that require high-strength universal transmission. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the ball cage universal joint structure according to Embodiment 1 of this utility model;

[0018] Figure 2 This is a schematic diagram of another view of the ball cage universal joint according to Embodiment 1 of this utility model;

[0019] Figure 3 This is a schematic diagram of the automotive drive axle connection assembly structure according to Embodiment 1 of this utility model;

[0020] Figure 4 This is a cross-sectional view of the automotive drive axle connection assembly according to Embodiment 1 of this utility model;

[0021] Figure 5 This is a schematic diagram of the ball cage universal joint structure in Embodiment 2 of this utility model;

[0022] Figure 6 This is a schematic diagram of another view of the ball cage universal joint in Embodiment 2 of this utility model;

[0023] Figure 7 This is a schematic diagram of the automotive drive axle connection assembly structure according to Embodiment 2 of this utility model;

[0024] Figure 8 This is a schematic diagram of another ball-cage universal joint structure according to Embodiment 2 of this utility model;

[0025] Figure 9 This is a schematic diagram of another view of the structure of a ball cage universal joint according to Embodiment 2 of this utility model;

[0026] Figure 10 This is a schematic diagram of another automotive drive axle connection assembly structure according to Embodiment 2 of this utility model;

[0027] In the diagram, 100-universal joint, 1-first fork lug, 11-perforation, 2-second fork lug, 21-perforation, 3-reinforcing rib, 31-first clearance groove, 32-second clearance groove, 33-first clearance hole, 34-second clearance hole, 200-outer half shaft, 300-inner half shaft, 400-cross shaft, 500-cross shaft. Detailed Implementation

[0028] 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 of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0029] Example 1:

[0030] like Figures 1-2 As shown, this embodiment provides a ball-cage type universal joint, integrally cast or forged, used to connect an outer half-shaft 200 and an inner half-shaft 300. The universal joint 100 has a columnar structure with open ends, and has opposing first end faces and second end faces along its axial direction. A pair of opposing first fork lugs 1 are protruding on the first end face, and a pair of opposing second fork lugs 2 are protruding on the second end face. The center line connecting the two first fork lugs 1 and the center line connecting the two second fork lugs 2 are perpendicular to each other. Both the first fork lugs 1 and the second fork lugs 2 are provided with through holes (11, 12) for installing connecting shafts. The inner wall of the universal joint 100 is provided with reinforcing ribs 3 perpendicular to its axis, which significantly improves the overall rigidity and bending and torsional strength of the universal joint 100, enabling it to withstand greater loads and impacts and extending its service life.

[0031] The reinforcing rib 3 has a pair of first clearance grooves 31 facing the first end face and a pair of second clearance grooves 32 facing the second end face. The first clearance grooves 31 and the second clearance grooves 32 are staggered and symmetrically distributed with respect to the central axis of the reinforcing rib 3. Specifically, the line connecting the centers of the two first clearance grooves 31 is perpendicular to the line connecting the centers of the two first fork lugs 1, and the line connecting the centers of the two second clearance grooves 32 is perpendicular to the line connecting the centers of the two second fork lugs 2. The first clearance grooves 31 and the second clearance grooves 32 are spherical grooves, and the curved surface of the spherical grooves... The contours are adapted to the rotational trajectories of the transmission ends of the outer half-shaft 200 and the inner half-shaft 300. Moreover, the transmission ends of the outer half-shaft 200 and the inner half-shaft 300 have a constant or dynamically changing non-contact gap H with the groove walls of the first clearance groove 31 and the second clearance groove 32, respectively. Thus, when the universal joint 100 is in operation, the first clearance groove 31 and the second clearance groove 32 provide a non-contact motion envelope space for the transmission ends of the outer half-shaft 200 and the inner half-shaft 300 to eliminate motion interference when the outer half-shaft 200 and the inner half-shaft 300 rotate.

[0032] like Figure 3 and Figure 4As shown, this embodiment also provides an automotive drive axle connection assembly, including a universal joint 100, an outer half-shaft 200, and an inner half-shaft 300. The axis of the outer half-shaft 200 is parallel to the axis of the inner half-shaft 300, that is, the outer half-shaft 200 is located to the left of the universal joint 100, and the inner half-shaft 300 is located to the right of the universal joint 100. The outer half-shaft 200 is connected to a first fork lug 1 via a cross shaft 400. The two journals of the cross shaft 400 are connected to the outer half-shaft 1. The half-shaft 200 is hinged, and the other two journals are inserted into the through holes 11 of the first fork lug 1. The end of the outer half-shaft 200 connected to the universal joint 100 is the transmission end head. The inner half-shaft 300 is connected to the second fork lug 2 through another cross shaft 500. The two journals of the cross shaft 500 are hinged to the inner half-shaft 300, and the other two journals are inserted into the through holes 21 of the second fork lug 2. The end of the inner half-shaft 300 connected to the universal joint 100 is the transmission end head.

[0033] Example 2:

[0034] like Figure 5 , Figure 6 , Figure 8 and Figure 9 As shown, in order to obtain a larger steering angle, the bottom of the first clearance groove 31 is provided with a first clearance hole 33 penetrating the reinforcing rib plate 3 along the axial direction of the universal joint 100, and the bottom of the second clearance groove 32 is provided with a second clearance hole 34 penetrating the reinforcing rib plate 3 along the axial direction of the universal joint 100. The hole walls of the first clearance hole 33 and the second clearance hole 34 gradually narrow from the plate surface of the reinforcing rib plate towards the hole centerline. The clearance hole provides additional axial clearance depth under extreme steering conditions, allowing the outer half shaft and the inner half shaft to swing freely at a larger angle, significantly improving the vehicle's maneuverability and steering flexibility, and is suitable for construction sites such as coal mines that require large steering angles.

[0035] like Figure 7 and Figure 10 As shown, this embodiment also provides an automotive drive axle connection assembly, including a universal joint 100, an outer half-shaft 200, and an inner half-shaft 300. The axis of the outer half-shaft 200 is parallel to the axis of the inner half-shaft 300, that is, the outer half-shaft 200 is located to the left of the universal joint 100, and the inner half-shaft 300 is located to the right of the universal joint 100. The outer half-shaft 200 is connected to a first fork lug 1 via a cross shaft 400. The two journals of the cross shaft 400 are connected to the outer half-shaft 1. The half-shaft 200 is hinged, and the other two journals are inserted into the through holes 11 of the first fork lug 1. The end of the outer half-shaft 200 connected to the universal joint 100 is the transmission end head. The inner half-shaft 300 is connected to the second fork lug 2 through another cross shaft 500. The two journals of the cross shaft 500 are hinged to the inner half-shaft 300, and the other two journals are inserted into the through holes 21 of the second fork lug 2. The end of the inner half-shaft 300 connected to the universal joint 100 is the transmission end head.

[0036] This invention significantly improves the overall rigidity, bending and torsional strength of the universal joint by setting an annular reinforcing rib plate inside the universal joint, enabling it to withstand greater loads and impacts and extending its service life. Furthermore, the relief groove on the reinforcing rib plate provides a safe dynamic envelope space for the movement of the inner and outer half-shaft drive ends, ensuring smooth and reliable transmission and preventing contact with the universal joint under any operating condition. This reduces motion interference, wear, and noise. The relief hole provides additional axial relief depth under extreme steering conditions, allowing the outer and inner half-shafts to swing freely at a larger angle, significantly improving vehicle maneuverability and steering flexibility. This ball-cage universal joint structure is reliable and suitable not only for drive axles of passenger cars and commercial vehicles but also for applications in engineering machinery, agricultural machinery, and other fields requiring high-strength universal transmissions.

[0037] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. 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 ball-cage type universal joint for connecting an outer half-shaft and an inner half-shaft; the universal joint has a cylindrical structure with open ends, and has opposing first end faces and second end faces along its axial direction; a pair of opposing first forks are protruding on the first end face, and a pair of opposing second forks are protruding on the second end face, wherein the line connecting the centers of the two first forks is perpendicular to the line connecting the centers of the two second forks; characterized in that: The inner wall of the universal joint is provided with a reinforcing rib plate perpendicular to its axis. The reinforcing rib plate has a pair of first clearance grooves facing the first end face and a pair of second clearance grooves facing the second end face. The first clearance grooves and the second clearance grooves are staggered and symmetrically distributed with respect to the central axis of the reinforcing rib plate. In the working state of the universal joint, it provides a non-contact motion envelope space for the transmission end heads of the outer half shaft and the inner half shaft to eliminate motion interference when the outer half shaft and the inner half shaft rotate.

2. The ball-cage universal joint according to claim 1, characterized in that: The center line of the first clearance groove is perpendicular to the center line of the first fork lug, and the center line of the second clearance groove is perpendicular to the center line of the second fork lug.

3. The ball-cage universal joint according to claim 1 or 2, characterized in that: The transmission ends of the outer and inner half-shafts have non-contact gaps with the groove walls of the first and second clearance grooves, respectively.

4. The ball-cage universal joint according to claim 1 or 2, characterized in that: The first and second clearance grooves are spherical grooves, and the curved contour of the spherical grooves is adapted to the rotation trajectory of the transmission end heads of the outer and inner half shafts.

5. The ball-cage universal joint according to claim 1, characterized in that: The bottom of the first clearance groove is provided with a first clearance hole penetrating the reinforcing rib plate along the axial direction of the universal joint, and the bottom of the second clearance groove is provided with a second clearance hole penetrating the reinforcing rib plate along the axial direction of the universal joint.

6. The ball-cage universal joint according to claim 5, characterized in that: The walls of the first and second clearance holes gradually taper from the surface of the reinforcing rib plate towards the center line of the hole.

7. The ball-cage universal joint according to claim 1, characterized in that: Both the first and second forks have through holes for mounting the connecting shaft.

8. A vehicle drive axle connection assembly, characterized in that: It includes the ball cage universal joint, outer half shaft and inner half shaft as described in any one of claims 1 to 7, wherein the outer half shaft is rotatably connected to the first fork lug and the inner half shaft is rotatably connected to the second fork lug.

9. The automotive drive axle connection assembly according to claim 8, characterized in that: The outer half-shaft is connected to the first fork lug via a cross shaft. Two journals of the cross shaft are hinged to the outer half-shaft, and the other two journals pass through the through holes of the first fork lug. The inner half-shaft is connected to the second fork lug via another cross shaft. Two journals of the cross shaft are hinged to the inner half-shaft, and the other two journals pass through the through holes of the second fork lug.

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