CN210566100U - Differential mechanism of automobile front-drive gearbox - Google Patents
Differential mechanism of automobile front-drive gearbox Download PDFInfo
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- CN210566100U CN210566100U CN201921562559.8U CN201921562559U CN210566100U CN 210566100 U CN210566100 U CN 210566100U CN 201921562559 U CN201921562559 U CN 201921562559U CN 210566100 U CN210566100 U CN 210566100U
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Abstract
The utility model discloses a differential mechanism of an automobile front-drive gearbox, wherein a differential mechanism shell is provided with a hollow cavity, two ends of the differential mechanism shell are respectively provided with a first mounting hole, and the peripheral surface of the differential mechanism shell is provided with two opposite second mounting holes; the half axle gear is positioned in the hollow cavity of the differential shell; one end of the half shaft is fixedly connected with the half shaft gear, and the other end of the half shaft penetrates through the first mounting hole in the differential case and then is movably arranged on the differential case; the two ends of the shaft are respectively arranged in second mounting holes on the circumferential surface of the differential shell; the transmission gear is arranged on the shaft and is meshed with the half axle gear; the input gear is sleeved on the circumferential surface of the differential case, and the input gear and the differential case are welded and fixed along the circumferential direction of the input gear and the differential case. The utility model has the advantages of reasonable structure arrangement and stable and reliable assembly.
Description
Technical Field
The utility model relates to a differential mechanism technical field, concretely relates to differential mechanism of car forerunner gearbox.
Background
The differential serves as an important component of the front-wheel drive transmission and plays a very important role when the automobile runs in a non-straight line. With the development of the automobile industry and the mass emergence of automobile manufacturers in recent years, low cost and high performance become one of the indexes concerned by most consumers.
The general structure of the existing differential is as follows: input gear passes through the bolt (the bolt number of different moment of torsion derailleur can be different) and differential mechanism casing is fixed, in order to prevent that the bolt from coming off or becoming flexible moreover, when differential mechanism assembles, still scribbles fastening glue on the bolt, nevertheless still can appear bolt fracture phenomenon in the test process, and especially under big moment of torsion operating mode, bolt fracture risk is bigger. Because the number of the bolts limited by the structure can not be infinitely increased, the differential mechanism has potential quality hazards due to the structural limitation of the differential mechanism.
Disclosure of Invention
The utility model provides a rational in infrastructure arrangement and assemble reliable and stable's differential mechanism of automobile forerunner's gearbox.
The technical scheme for realizing the purpose is as follows:
differential for a front-wheel drive gearbox of a motor vehicle, comprising:
the differential mechanism comprises a differential mechanism shell, a first connecting rod and a second connecting rod, wherein the differential mechanism shell is provided with a hollow cavity, two ends of the differential mechanism shell are respectively provided with a first mounting hole, and the peripheral surface of the differential mechanism shell is provided with two opposite second mounting holes;
a side gear located within the cavity of the differential housing;
one end of the half shaft is fixedly connected with the half shaft gear, and the other end of the half shaft penetrates through the first mounting hole in the differential case and then is movably arranged on the differential case;
the two ends of the shaft are respectively arranged in the second mounting holes on the circumferential surface of the differential shell;
the transmission gear is arranged on the shaft and is meshed with the half axle gear;
the input gear is sleeved on the circumferential surface of the differential case, and the input gear and the differential case are welded and fixed along the circumferential direction of the input gear and the differential case.
The utility model has the advantages of it is following:
the utility model discloses well drive gear is strutted by half axle gear for half axle gear has formed spacing effect to two drive gear's one end, prevents drive gear along the axial displacement of axle. The other end of the transmission gear is limited by the differential shell, so that the two ends of the transmission gear are axially limited respectively, and the transmission gear is prevented from axially moving. Because the number of the half axle gears is two, and the half axle gears are respectively arranged at two sides of the shaft and are respectively meshed with the two transmission gears, the stress of the two transmission gears is balanced. One end of the half axle gear is limited through the differential case, and meanwhile, the movable gear has reverse limiting effect on the half axle gear, so that the other end of the half axle gear is limited. Additionally, the utility model provides an input gear and differential mechanism casing pass through the welding side fixed, effectively prevent because the bolt fracture problem that fatigue arouses, and the cost is cheaper, and the price/performance ratio is higher.
Drawings
Fig. 1 is a schematic view of a differential mechanism of an automotive front drive transmission according to the present invention;
fig. 2 is a schematic cross-sectional structure view of a differential mechanism of an automotive front drive transmission according to the present invention;
FIG. 3 is a schematic view of a differential housing according to the present invention;
FIG. 4 is a schematic illustration of the differential case and bearings hidden from view in FIG. 1;
FIG. 5 is a schematic cross-sectional view of FIG. 4;
marking in the accessory:
10 is a differential shell, 11 is a cavity, 12 is a first mounting hole, 13 is a second mounting hole, 14 is a limiting flange, and 15 is a neck;
20 is a half axle gear, and 21 is a first annular groove;
30 is a shaft, 31 is a clamping ring groove, 32 is a clamping ring,
40 is a transmission gear;
50 is an input gear, 51 is an annular part;
60 is a bearing;
70 is a first isolation component, 71 is a first extension part, 72 is a first arc transition part, 73 is a second extension part, and 74 is a second arc transition part;
and 80 is a second isolation member.
Detailed Description
As shown in fig. 1, the differential mechanism of the front-wheel drive transmission of the present invention comprises a differential case 10, a side gear 20, a half shaft (not shown), a shaft 30, a transmission gear 40, and an input gear 50, each of which and the relationship therebetween will be described in detail below:
as shown in fig. 1 to 3, the differential case 10 has a hollow cavity 11, and the cavity 11 of the differential case 10 is preferably provided as a spherical cavity, and the spherical cavity 11 allows a larger mating surface between the side gear 20 and the transmission gear 40 fitted in the cavity and the differential case 10, resulting in better stability of the side gear 20 and the transmission gear 40. The differential case 10 has first mounting holes 12 at both ends thereof, and two second mounting holes 13 opposite to each other on the circumferential surface of the differential case 10. The outer shape of the differential case 10 is preferably a sphere, and the differential case 10 having such a shape allows the differential case 10 to have a small space-consuming characteristic.
As shown in fig. 1 to 3, the side gear 20 is located in the hollow cavity 11 of the differential case 10, the number of the side gears 20 is two, the side gear 20 is preferably a bevel gear, and the surface of the side gear 20 facing the inner wall surface of the cavity 11 of the differential case 10 is spherical, which facilitates the fitting of the side gear 20 with the cavity 11.
As shown in fig. 1 to 2, one end of the axle shaft is fixedly connected to the side gear 20, and the other end of the axle shaft is movably disposed on the differential case 10 after passing through the first mounting hole 12 on the differential case 10.
As shown in fig. 1, 2 and 4, both ends of the shaft 30 are respectively disposed in the second mounting holes 13 on the circumferential surface of the differential case 10, the shaft 30 is in clearance fit with the second mounting holes 12, both ends of the shaft 30 are respectively provided with a collar groove 31, and after the end of the shaft 30 passes through the second mounting holes 13, a collar 32 is mounted in the collar groove 31, so that the end of the shaft 30 is axially limited, thereby limiting the axial play of the shaft 30. The axial direction of the second mounting hole 13 is perpendicular to the axial direction of the first mounting hole 12.
As shown in fig. 1 to 2, a transmission gear 40 is provided on the shaft 30, and two transmission gears 40 are mounted on the shaft 30, the transmission gears 40 being engaged with the side gears 20. The number of the half axle gears 20 and the number of the transmission gears 40 are two, the two half axle gears 20 are symmetrically arranged, the two transmission gears 40 are symmetrically arranged, and after the two half axle gears 20 and the two transmission gears 40 are meshed with each other, the half axle gears 20 and the transmission gears 40 form axial limiting. The two transmission gears 40 are supported by the side gear 20, so that the side gear 20 has a limit function on one end of the two transmission gears 40, preventing the transmission gears 40 from moving in the axial direction of the shaft 30. The other end of the transmission gear 40 is restricted by the differential case 10, so that both ends of the transmission gear 40 are axially restricted, respectively, thereby preventing the transmission gear 40 from axially moving. Since the number of the side gears 20 is two and is respectively arranged at both sides of the shaft 30, the side gears 20 are respectively meshed with the two transmission gears 40, so that the stress of the two transmission gears 40 is balanced. One end of the side gear 20 is restrained by the differential case 10, and at the same time, the movable gear 40 exerts an inverse restraining action on the side gear 20, so that the other end of the side gear 20 is restrained.
As shown in fig. 1 to 2, the input gear 50 is fitted around the circumferential surface of the differential case 10, and the input gear 50 and the differential case 10 are welded and fixed along the circumferential direction of the input gear 50 and the differential case 10. The input gear 50 is preferably a helical gear. The input gear 50 is engaged with a power output gear (not shown) of the transmission, and power output from the transmission is transmitted to the input gear 50, thereby operating the differential.
As shown in fig. 1 to 3, preferably, the differential case 10 is provided with a limit flange 14 on the circumferential surface thereof, and the limit flange 14 abuts against an axial end surface of the input gear 50, so that the limit flange 14 limits the axial direction of the input gear 50, and the limit flange 14 helps to stabilize the installation of the input gear 50. The retainer flange 14 is annular, and the retainer flange 14 is integrally formed with the differential case 10.
As shown in fig. 1 to 3, the two ends of the input gear 50 are provided with annular portions 51 extending in the axial direction, and after the annular portions 51 are in interference fit with the limit flanges 14, the input gear 50 and the differential case 10 are welded and fixed. The inner circle of the annular part 51 is in interference fit with the limiting flange 14, and the cooperation can bear a part of circumferential acting force when the differential works, so that the circumferential acting force borne by the welding part of the input gear 50 and the differential shell 10 is reduced, a protection effect is formed on the welding part, and the assembly of the input gear 50 and the differential shell 10 is more stable.
As shown in fig. 1 to 2, the differential case 10 further includes a bearing 60, the differential case 10 is provided at both ends thereof with necks 15 respectively surrounding the first mounting holes 12, the bearing 60 is mounted on the necks 15, after the necks 15 are disposed around the first mounting holes 12, the necks 15 are annular, the inner holes of the necks 15 are integrated with the first mounting holes 12, so that the portion supporting the axle shaft is increased, and the necks 15 are preferably integrally formed with the differential case 10, so that the stability of the axle shaft is improved.
As shown in fig. 2, 4 and 5, the differential case 10 and the side gear 20 further include a first spacer member 70 having a smaller coefficient of friction than the differential case 10 and the side gear 20, the first spacer member 70 is located between the differential case 10 and the side gear 20, one end of the first spacer member 70 is in clearance fit with the differential case 10, and the other end of the first spacer member 70 is in clearance fit with the side gear 20. The friction coefficient of the first spacer member 70 is smaller than that of the differential case 10 and the side gear 20, so that the wear of the differential case 10 and the side gear 20 can be reduced, and at the same time, the first spacer member 70 also plays a role in adjusting the gap between the differential case 10 and the side gear 20 and a role in adjusting the gap between the side gear 20 and the transmission gear 40, so that the assembly precision is improved, and the transmission stability is further improved.
As shown in fig. 2, 4 and 5, a first extension 71 is disposed at one end of the first isolation member 70, the first mounting hole 12 is a stepped hole, and the first extension 71 is in clearance fit with the large-diameter hole of the first mounting hole 12; the first extension portion 71 extends along the axial direction of the first isolation member 70, a first arc-shaped transition portion 72 is disposed between the first extension portion 71 and the first isolation member 70, and the position of the first isolation member 70 is maintained by the cooperation of the first extension portion 71 and the first mounting hole 12.
As shown in fig. 2, 4 and 5, the other end of the first spacer member 70 is provided with a second extending portion 73, the side gear 20 is provided with a first annular groove 21 on the circumferential surface thereof, and the second extending portion 73 is in clearance fit with the first annular groove 21. The first annular groove 21 extends in the axial direction of the first isolation member 70, and a second arc-shaped transition portion 74 is provided between the second extension portion 73 and the first isolation member 70, so that the position of the first isolation member 70 is further maintained by the second extension portion 73.
As shown in fig. 2, 4 and 5, the differential mechanism further includes a second isolation member 80 having a smaller friction coefficient than the differential case 10 and the transmission gear 40, and the second isolation member 80 is located between the differential case 10 and the transmission gear 40. The friction coefficient of the second isolation member 80 is smaller than that of the differential case 10 and the side gear 20, so that the wear of the differential case 10 and the side gear 20 can be reduced, and meanwhile, the second isolation member 80 also has the functions of adjusting the gap between the differential case 10 and the side gear 20 and adjusting the gap between the transmission gear 40 and the side gear 20, so that the assembly precision is improved, and the transmission stability is further improved.
The working process of the utility model is as follows:
the input gear 50 receives power (e.g., the power output by the transmission) to rotate the differential case 10, the shaft 30 rotates with the rotation of the differential case 10 to rotate the transmission gears 40 at both ends of the shaft 30, the transmission gears 40 transmit the power to the side gears 20, and the side gears 20 transmit the power to the half shafts.
Claims (9)
1. Differential mechanism of automobile forerunner's gearbox characterized in that includes:
the differential mechanism comprises a differential mechanism shell, a first connecting rod and a second connecting rod, wherein the differential mechanism shell is provided with a hollow cavity, two ends of the differential mechanism shell are respectively provided with a first mounting hole, and the peripheral surface of the differential mechanism shell is provided with two opposite second mounting holes;
a side gear located within the cavity of the differential housing;
one end of the half shaft is fixedly connected with the half shaft gear, and the other end of the half shaft penetrates through the first mounting hole in the differential case and then is movably arranged on the differential case;
the two ends of the shaft are respectively arranged in the second mounting holes on the circumferential surface of the differential shell;
the transmission gear is arranged on the shaft and is meshed with the half axle gear;
the input gear is sleeved on the circumferential surface of the differential case, and the input gear and the differential case are welded and fixed along the circumferential direction of the input gear and the differential case.
2. The differential of the automotive forward drive transmission according to claim 1, wherein a limit flange is provided on a peripheral surface of the differential case, and the limit flange abuts against an axial end surface of the input gear.
3. The differential of the automotive forward drive transmission according to claim 2, wherein the two ends of the input gear are provided with annular portions extending in the axial direction, and after the annular portions are in interference fit with the limiting flanges, the input gear and the differential case are welded and fixed.
4. The differential of the automotive forward drive transmission defined in claim 1, further comprising a first spacer member having a lower coefficient of friction than the differential case and the side gears, the first spacer member being positioned between the differential case and the side gears, one end of the first spacer member being in clearance fit with the differential case and the other end of the first spacer member being in clearance fit with the side gears.
5. The differential of the automotive forward drive transmission according to claim 4, characterized in that one end of the first isolation member is provided with a first extension portion, the first mounting hole is a stepped hole, and the first extension portion is in clearance fit with the large-diameter hole of the first mounting hole;
the other end of the first isolation component is provided with a second extension part, the circumferential surface of the half axle gear is provided with a first annular groove, and the second extension part is in clearance fit with the first annular groove.
6. The differential of the automotive forward drive transmission of claim 1, further comprising a second spacer member having a lower coefficient of friction than the differential case and the drive gear, the second spacer member being positioned between the differential case and the drive gear.
7. The differential of the automotive forward drive transmission of claim 1, further comprising a bearing, wherein the differential case is provided at both ends thereof with respective necks located around the first mounting hole, and the bearing is mounted on the necks.
8. The differential of the automobile forward-drive gearbox as claimed in claim 1, wherein the cavity of the differential housing is a spherical cavity, the surface of the side gear matched with the inner wall of the cavity is a spherical surface, and the surface of the transmission gear matched with the inner wall of the cavity is a spherical surface.
9. The differential of the automotive forward drive transmission of claim 1, characterized in that the axial directions of the first mounting hole and the second mounting hole are perpendicular to each other;
the half axle gears and the transmission gears are two, the two half axle gears are symmetrically arranged, the two transmission gears are symmetrically arranged, and after the two half axle gears and the two transmission gears are meshed with each other, the half axle gears and the transmission gears form axial limiting.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921562559.8U CN210566100U (en) | 2019-09-19 | 2019-09-19 | Differential mechanism of automobile front-drive gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921562559.8U CN210566100U (en) | 2019-09-19 | 2019-09-19 | Differential mechanism of automobile front-drive gearbox |
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| Publication Number | Publication Date |
|---|---|
| CN210566100U true CN210566100U (en) | 2020-05-19 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921562559.8U Active CN210566100U (en) | 2019-09-19 | 2019-09-19 | Differential mechanism of automobile front-drive gearbox |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110486440A (en) * | 2019-09-19 | 2019-11-22 | 重庆青山工业有限责任公司 | The differential mechanism of automobile front drive transmission case |
| CN112079235A (en) * | 2020-10-13 | 2020-12-15 | 朱幕松 | Economical building is plus installs elevator |
-
2019
- 2019-09-19 CN CN201921562559.8U patent/CN210566100U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110486440A (en) * | 2019-09-19 | 2019-11-22 | 重庆青山工业有限责任公司 | The differential mechanism of automobile front drive transmission case |
| CN112079235A (en) * | 2020-10-13 | 2020-12-15 | 朱幕松 | Economical building is plus installs elevator |
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