CN216618453U - Electric differential locking mechanism and main speed reducer - Google Patents
Electric differential locking mechanism and main speed reducer Download PDFInfo
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- CN216618453U CN216618453U CN202123432412.7U CN202123432412U CN216618453U CN 216618453 U CN216618453 U CN 216618453U CN 202123432412 U CN202123432412 U CN 202123432412U CN 216618453 U CN216618453 U CN 216618453U
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Abstract
The utility model provides an electric differential locking mechanism and a main speed reducer, wherein the electric differential locking mechanism is arranged in the main speed reducer, and the main speed reducer is provided with a through shaft; the electric differential locking mechanism comprises a sleeve sliding meshing sleeve and an electric shifting fork assembly driving the sliding meshing sleeve to move along the axial direction of the through shaft; the through shaft is sleeved with a cylindrical gear which can rotate relative to the through shaft; the sliding meshing sleeve and the cylindrical gear are arranged adjacently, and a detachable connecting structure is arranged between the sliding meshing sleeve and the cylindrical gear; the sliding meshing sleeve is provided with a locking position for driving the cylindrical gear to synchronously rotate and a differential position separated from the cylindrical gear, and can move between the locking position and the differential position in a reciprocating mode. The electric differential locking mechanism optimizes the conversion process between the differential connection mode and the locking connection mode through the sliding meshing sleeve and the electric shifting fork assembly which are arranged on the through shaft and the connection structure arranged between the sliding meshing sleeve and the cylindrical gear.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to an electric differential locking mechanism. The utility model also relates to a main speed reducer.
Background
With the high-speed development of the new energy automobile industry, the automobile electric driving becomes the development trend of the automobile and the part industry thereof. For example, in order to reduce the influence of the exhaust gas of the vehicle driven by the traditional energy source on air pollution, the proportion of new energy vehicles is required to be gradually increased to more than 80% for vehicles in public fields such as public transportation, renting and logistics distribution of many cities; therefore, the development trend of automobile electric driving is more obvious and has ever-increasing momentum. This also means that the drive structure and its components involved in the electric drive of a car will become an important part of the development of the car industry.
In the electric driving process of each system in an automobile, a speed reducer is used as a main structural component of power transmission and has a core position; however, in terms of the prior art, most of the conventional through type main reducer assemblies are compressed air driven differential lock through type main reducer assemblies, and mainly have the following defects:
(1) the traditional compressed air driven differential lock through type main reducer assembly is limited in application range and cannot be directly matched with new energy automobiles and passenger cars.
(2) The traditional through type main speed reducer assembly of the pneumatic differential lock reduces the effective space of the whole vehicle and increases the cost of the whole vehicle.
(3) The traditional through type main reducer assembly of the pneumatic differential lock has the advantages that the pneumatic mechanism of the differential lock is slow in response and unstable in transmission, impact is caused on the main reducer assembly, and the service life of the main reducer assembly is shortened.
SUMMERY OF THE UTILITY MODEL
In view of the above, the present invention is directed to an electric differential locking mechanism, which is beneficial to optimizing a driving structure for converting a main speed reducer between a differential connection mode and a locking connection mode.
In order to achieve the purpose, the technical scheme of the utility model is realized as follows:
an electric differential locking mechanism is arranged in a main speed reducer, wherein the main speed reducer is provided with a through shaft;
the electric differential locking mechanism comprises a sliding meshing sleeve which is sleeved on the through shaft and synchronously rotates along with the through shaft, and an electric shifting fork assembly which can drive the sliding meshing sleeve to move along the axial direction of the through shaft;
the through shaft is sleeved with a cylindrical gear capable of rotating relative to the through shaft; the sliding meshing sleeve and the cylindrical gear are arranged adjacently, and a detachable connecting structure is arranged between the sliding meshing sleeve and the cylindrical gear; the sliding engagement sleeve is provided with a locking position and a differential position, the locking position is connected with the cylindrical gear to drive the cylindrical gear to synchronously rotate, the differential position is separated from the cylindrical gear, and the sliding engagement sleeve can reciprocate between the locking position and the differential position under the driving of the electric shifting fork assembly.
Furthermore, the electric shifting fork assembly comprises a driving rod which is arranged in the main speed reducer in a guiding and moving manner along the axial direction of the through shaft, a shifting fork which is fixedly arranged on the driving rod, and a driving motor which is used for driving the driving rod to move; the shifting fork is connected with the sliding meshing sleeve.
Furthermore, the driving motor is connected with the driving rod through a transmission gear in a transmission way.
Furthermore, a groove is formed in the circumferential surface of the sliding meshing sleeve, and the shifting fork is inserted into the groove.
Furthermore, the sliding meshing sleeve is in transmission connection with the through shaft through a first spline pair.
Furthermore, teeth are formed on two opposite end faces of the sliding meshing sleeve and the cylindrical gear; when the sliding engagement sleeve is located at the locking position, the teeth on the sliding engagement sleeve are engaged with the teeth on the cylindrical gear.
Compared with the prior art, the utility model has the following advantages:
the electric differential locking mechanism has the advantages that the sliding meshing sleeve is arranged on the through shaft, the electric shifting fork assembly driving the sliding meshing sleeve to move along the axial direction of the through shaft and the detachable connecting structure arranged between the sliding meshing sleeve and the cylindrical gear enable the sliding meshing sleeve to move back and forth between the locking position and the differential position under the action of the electric shifting fork assembly, and therefore the conversion between the differential mode and the locking mode between the cylindrical gear and the through shaft is facilitated.
Meanwhile, the driving rod arranged in the electric shifting fork assembly and the driving motor driving the driving rod to move enable the driving rod to operate the shifting fork more conveniently; and through inserting the shift fork of locating in the slip engaging sleeve, the round trip movement between locking position and differential position of slip engaging sleeve is more convenient for.
Moreover, through the arrangement of the electric shifting fork assembly, the conversion process between the differential locking state and the normal differential state is more stable and controllable, so that the impact of the differential locking mechanism on a transmission system of the through type main reducer assembly is greatly reduced, and the service life of the main reducer is effectively prolonged; meanwhile, when the sliding meshing sleeve is in the locking position, the sliding meshing sleeve and the cylindrical gear are connected more firmly through the teeth arranged on the two opposite end faces of the sliding meshing sleeve and the cylindrical gear.
The utility model also aims to provide a main speed reducer, which comprises a speed reducer shell assembly, a through shaft arranged in the speed reducer shell assembly, an output shaft and a driven bevel gear, wherein the output shaft and the driven bevel gear are in transmission connection with the through shaft;
the main speed reducer is internally provided with the electric differential locking mechanism; the through shaft is in transmission connection with the driven bevel gear through the cylindrical gear.
Furthermore, the output shaft and the through shaft are coaxially arranged and are connected through an inter-axle differential assembly; the interaxle differential assembly comprises a cross planet wheel fixing shaft arranged on the through shaft and a rear half shaft gear arranged on one side of the cross planet wheel fixing shaft and sleeved on the output shaft.
Further, relative to one side where the rear half axle gear is located, the other side of the cross planet wheel fixing shaft is provided with a front half axle gear; the front half axle gear is sleeved on the through shaft, and a bushing is arranged between the front half axle gear and the through shaft, so that the front half axle gear can rotate relative to the through shaft; the cylindrical gear is sleeved on the front half axle gear.
Furthermore, the cylindrical gear is in transmission connection with the front half axle gear through a second spline pair.
Compared with the prior art, the main reducer provided by the utility model has the advantages that the electric differential locking mechanism is connected with the main reducer through the inter-axle differential assembly, so that the main reducer can smoothly switch between a locking connection mode and a differential connection mode, and thus two functions of differential locking and normal differential are realized; moreover, the main speed reducer realizes the conversion driving between the two functions by a simpler structure, is beneficial to saving the space occupied by the electric differential locking mechanism, and further reduces the manufacturing cost of the electric differential locking mechanism.
In addition, the main speed reducer of the present invention further has the advantages of the electric differential locking structure, which will not be described herein.
Drawings
The accompanying drawings, which are included to provide a further understanding of the utility model, illustrate embodiments of the utility model and together with the description serve to explain the utility model, and the description is given by way of example only and without limitation to the terms of relative positions. In the drawings:
fig. 1 is a schematic structural diagram of an electric differential locking mechanism according to a first embodiment of the present invention;
fig. 2 is a schematic positional relationship diagram of the sliding engagement sleeve and the cylindrical gear in a differential state according to the first embodiment of the present invention;
fig. 3 is a schematic positional relationship diagram of the sliding engagement sleeve and the cylindrical gear in a locked state according to the first embodiment of the present invention;
fig. 4 is a schematic structural diagram of an interaxle differential assembly according to a second embodiment of the present invention.
Description of reference numerals:
1. a through shaft; 2. an input flange; 3. a through shaft bearing; 4. sliding the meshing sleeve; 400. a groove; 401. a first spline pair; 46. teeth; 5. a shifting fork; 6. a cylindrical gear; 7. an electric fork assembly; 700. a drive rod; 701. a drive gear; 702. a transmission gear; 703. a drive motor; 8. an inter-axle differential assembly; 801. a front half-shaft gear; 802. a fixed shaft; 803. a planetary gear; 805. a rear half shaft gear; 808. a differential bolt; 809. a bushing; 9. an output shaft; 10. a through shaft bearing seat; 11. a drive bevel gear cover; 12. a drive bevel gear; 13. a drive bevel gear small bearing; 14. a driven cylindrical gear; 15. a drive bevel gear big bearing; 16. a reducer case assembly; 17. a driven bevel gear; 18. an inter-wheel differential assembly.
Detailed Description
It should be noted that the embodiments and features of the embodiments of the present invention may be combined with each other without conflict.
In the description of the present invention, it should be noted that, if terms indicating orientation or positional relationship such as "upper", "lower", "inner", "back", etc. appear, they are based on the orientation or positional relationship shown in the drawings and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.
In addition, in the description of the present invention, the terms "mounted," "connected," and "connecting" are to be construed broadly unless otherwise specifically limited. For example, the connection may be a fixed connection, a detachable connection, or an integral connection; can be mechanically or electrically connected; either directly or indirectly through intervening media, or through both elements. To those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood in conjunction with specific situations.
The present invention will be described in detail below with reference to the embodiments with reference to the attached drawings.
Example one
The utility model relates to an electric differential locking mechanism, and an exemplary structure of the electric differential locking mechanism is shown in a figure 1 and a combined figure 2.
Overall, the electric differential locking mechanism is provided in a main reducer having a through shaft 1; the electric differential locking mechanism comprises a sliding meshing sleeve 4 which is sleeved on the through shaft 1 and synchronously rotates along with the through shaft 1, and an electric shifting fork assembly 7 which can drive the sliding meshing sleeve 4 to move along the axial direction of the through shaft 1; the through shaft 1 is sleeved with a cylindrical gear 6 which can rotate relative to the through shaft 1; the sliding meshing sleeve 4 and the cylindrical gear 6 are arranged adjacently, and a detachable connecting structure is arranged between the sliding meshing sleeve and the cylindrical gear; the sliding meshing sleeve 4 is provided with a locking position and a differential position, wherein the locking position is connected with the cylindrical gear 6 to drive the cylindrical gear 6 to synchronously rotate, the differential position is separated from the cylindrical gear 6, and the sliding meshing sleeve 4 can move between the locking position and the differential position in a reciprocating mode under the driving of the electric shifting fork assembly 7.
In order to make the sliding sleeve 4 move back and forth between the locking position and the differential position under the action of the electric fork assembly 7, as shown in fig. 1, the electric fork assembly 7 includes a driving rod 700 guided to move in the axial direction of the through shaft 1 and disposed in the main reducer, a fork 5 fixed on the driving rod 700, and a driving motor 703 for driving the driving rod 700 to move.
In the present embodiment, in order to facilitate the shift fork 5 to perform the positional adjustment of the sliding sleeve 4, the shift fork 5 is connected to the sliding sleeve 4. In detail, a groove 400 is formed on the circumferential surface of the sliding engaging sleeve 4, and the shifting fork 5 is inserted into the groove 400. Therefore, the shifting fork 5 is more stably connected with the sliding meshing sleeve 4, and the transmission structure that the shifting fork 5 drives the sliding meshing sleeve 4 to move is more reasonable.
Furthermore, the driving motor 703 drives the driving rod 703 in various ways, in this embodiment, a rack structure and a transmission gear 702 located at the upper right of the rack structure are configured on the driving rod 700, and a driving gear 701 capable of rotating coaxially with the rack structure is further provided, and the driving motor 703 is connected to the driving gear 701 on the driving rod 700 through the transmission gear 702 in a driving manner, so as to drive the driving rod 700 to move along the axial direction of the through shaft 1.
As set forth above, the driving rod 700, driven by the driving motor 703, can drive the shifting fork 5 to move along the axial direction of the through shaft 1, and further the sliding engaging sleeve 4 can also move back and forth between the locking position and the differential position.
As shown in fig. 2 and 3, when the sliding sleeve 4 is in the locking position, the differential locking state is established between the sliding sleeve 4 and the cylindrical gear 6, and when the sliding sleeve 4 is in the differential position, the normal differential locking state is established between the sliding sleeve 4 and the cylindrical gear 6; in order to stabilize the locking between the sliding sleeve 4 and the cylindrical gear 6 when the sliding sleeve 4 is in the locked position, teeth 46 are provided on opposite end faces of the sliding sleeve 4 and the cylindrical gear 6, so that the teeth 46 on the sliding sleeve 4 and the teeth 46 on the cylindrical gear 6 mesh with each other when the sliding sleeve 4 and the cylindrical gear 6 are in the normal differential stop state. Of course, besides the above-mentioned manner, the cross section of the joint between the sliding sleeve 4 and the cylindrical gear 6 may be provided with raised lines and recessed grooves, so that the sliding sleeve 4 and the cylindrical gear 6 can also be switched between locking and differential speed.
In addition, in terms of the connection mode between the sliding sleeve 4 and the through shaft 1, the sliding sleeve and the through shaft are in transmission connection through the first spline pair 401. When the through shaft 1 rotates, the sliding sleeve 4 also rotates, and the sliding sleeve 4 can move axially along the through shaft 1 by the first spline pair 401 when the shift fork 5 is shifted.
It should be noted that the arrangement of the electric fork assembly 7 in the present embodiment is not limited to the above-described structure, and as for the transmission between the driving motor 703 and the driving lever 700, other transmission such as cam link transmission may be adopted.
Example two
As shown in fig. 1 in combination with fig. 4, the present embodiment includes a reducer case assembly 16, a through shaft 1 disposed in the reducer case assembly 16, and an output shaft 9 and a driven bevel gear 17 which are in transmission connection with the through shaft 1; the main speed reducer is internally provided with the electric differential locking mechanism; the through shaft 1 is in transmission connection with a driven bevel gear 17 through a cylindrical gear 6.
Thus, by the above-described electric differential lock mechanism, the transition between the differential lock state and the normal differential state can be achieved between the driven bevel gear 17 and the output shaft 9.
Specifically, the through shaft 1 is provided in a reduction gear case assembly 16 of a final drive so as to be rotatable about an axis; in order to enhance the fixation of the through shaft 1, an input flange 2 is further provided on the reduction gear case assembly 16, one end of the through shaft 1 is rotatably fixed within the input flange 2, a through shaft bearing seat 10 is configured on the reduction gear case assembly 16 below the input flange 2, and the through shaft 1 is fixed to the through shaft bearing seat 10 by a through shaft bearing 3 to enhance the fixation of the through shaft 1.
As for the cylindrical gear 6 arranged on the through shaft 1, the cylindrical gear is in meshing transmission connection with the driven bevel gear 17 through the driving bevel gear 12 and the driven cylindrical gear 14; the driven bevel gear 17 is connected with an inter-wheel differential assembly 18 so that power can be transmitted to the inter-wheel differential assembly 18 through the shaft 1; the drive bevel gear 12 is fixed on a reducer casing assembly 16 of the main reducer through a drive bevel gear small bearing 13 and a drive bevel gear large bearing 15; in addition, in order to strengthen the protection of the driving bevel gear 12, a driving bevel gear cover 11 is also screwed on the reducer shell assembly 16; the drive bevel gear cover 11 corresponds to the top of the drive bevel gear 12 and is fastened to the reducer case assembly 16 by bolting.
As also shown in fig. 4, in order to achieve the connection and speed reduction between the output shaft 9 and the through shaft 1, an inter-axle differential assembly 8 is provided therebetween; specifically, the inter-axle differential assembly 8 includes a fixing shaft 802 sleeved on the through shaft 1, and the fixing shaft 802 is configured as a cross planetary wheel fixing shaft 802; in addition, the assembly further comprises a rear half shaft gear 805 which is arranged on one side of the cross planet wheel fixing shaft 802 and sleeved on the output shaft 9. A planetary gear 803 is fitted around the cross planetary gear fixing shaft 802, and the planetary gear 803 is engaged with the through shaft 1 and the front side gear 801 provided at the other end of the cross planetary gear fixing shaft 802, respectively, to realize a function of reducing the speed of the speed reducer for the through shaft 1.
It should be noted that, although the cross planetary wheel fixing shaft 802 is sleeved on the through shaft 1, it is itself fixedly mounted on the housing of the reducer housing assembly 16; specifically, the cross planet fixed shaft 802 is bolted to the housing by differential bolts 808. The inter-axle differential assembly 8 realizes the speed reduction of the through shaft 1 in a small space by the structural arrangement mode.
Meanwhile, the front side gear 801 is sleeved on the through shaft 1, and a bushing 809 is arranged between the front side gear 801 and the through shaft 1, so that the front side gear 801 can rotate relative to the through shaft 1; the cylindrical gear 6 is sleeved on the front half axle gear 801; for the connection between the cylindrical gear 6 and the front side gear 801, a second spline pair may be used for the drive connection; of course, the cylindrical gear 6 and the front side gear 801 may be connected by a pin connection; but the connection method of the former is more stable and more reliable.
The final drive of the present embodiment realizes deceleration of the through shaft 1 by engagement between the through shaft 1 and the planetary gear 803 when decelerating the through shaft 1; in addition, the main speed reducer can be switched between the two connection modes of locking and differential through the electric differential locking structure, when the sliding meshing sleeve 4 and the cylindrical gear 6 are locked with each other, the cylindrical gear 6 is driven to rotate together by the rotation of the through shaft 1, and when the sliding meshing sleeve 4 and the cylindrical gear 6 are in differential, because the bush 809 is arranged between the front half-axle gear 801 and the through shaft 1 and the planetary gear 803 is meshed between the front half-axle gear 801 and the through shaft 1, the front half-axle gear 801 can be kept relatively static when the through shaft 1 rotates, and the cylindrical gear 6 can also be kept relatively static.
In summary, in the electric differential locking mechanism of the present embodiment, the sliding engagement sleeve 4 is disposed on the through shaft 1, the electric fork assembly 7 is disposed between the sliding engagement sleeve 4 and the cylindrical gear 6, and the detachable connection structure is disposed between the sliding engagement sleeve 4 and the cylindrical gear 6, so that the sliding engagement sleeve 4 can move back and forth between the locking position and the differential position under the action of the electric fork assembly 7, and the driving mechanism for switching between the normal differential and the differential locking connection state in the main speed reducer is optimized.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the utility model, and any modifications, equivalents, improvements and the like that fall within the spirit and principle of the present invention are intended to be included therein.
Claims (10)
1. An electric differential locking mechanism is arranged in a main speed reducer, wherein the main speed reducer is provided with a through shaft (1); the method is characterized in that:
the electric differential locking mechanism comprises a sliding meshing sleeve (4) which is sleeved on the through shaft (1) and synchronously rotates along with the through shaft (1), and an electric shifting fork assembly (7) which can drive the sliding meshing sleeve (4) to move along the axial direction of the through shaft (1);
the through shaft (1) is sleeved with a cylindrical gear (6) which can rotate relative to the through shaft (1);
the sliding meshing sleeve (4) and the cylindrical gear (6) are arranged adjacently, and a detachable connecting structure is arranged between the sliding meshing sleeve and the cylindrical gear;
the sliding meshing sleeve (4) is provided with a locking position and a differential position, wherein the locking position is connected with the cylindrical gear (6) to drive the cylindrical gear (6) to synchronously rotate, the differential position is separated from the cylindrical gear (6), and the sliding meshing sleeve (4) can reciprocate between the locking position and the differential position under the driving of the electric shifting fork assembly (7).
2. The electric differential lock mechanism as recited in claim 1, wherein:
the electric shifting fork assembly (7) comprises a driving rod (700) which is arranged in the main speed reducer in a guiding and moving mode along the axial direction of the through shaft (1), a shifting fork (5) which is arranged on the driving rod (700), and a driving motor (703) which is used for driving the driving rod (700) to move;
the shifting fork (5) is connected with the sliding meshing sleeve (4).
3. The electric differential lock mechanism as recited in claim 2, wherein:
the driving motor (703) is in transmission connection with the driving rod (700) through a transmission gear (702).
4. The electric differential lock mechanism as recited in claim 2, wherein:
the peripheral surface of the sliding meshing sleeve (4) is provided with a groove (400), and the shifting fork (5) is inserted into the groove (400).
5. The electric differential lock mechanism as recited in claim 1, wherein:
the sliding meshing sleeve (4) is in transmission connection with the through shaft (1) through a first spline pair (401).
6. The electric differential lock mechanism according to any one of claims 1 to 5, characterized in that:
the two opposite end surfaces of the sliding meshing sleeve (4) and the cylindrical gear (6) are respectively provided with a tooth (46);
when the sliding engagement sleeve (4) is located at the locking position, the teeth (46) on the sliding engagement sleeve (4) are engaged with the teeth (46) on the cylindrical gear (6).
7. A main speed reducer comprises a speed reducer shell assembly (16), a through shaft (1) arranged in the speed reducer shell assembly (16), and an output shaft (9) and a driven bevel gear (17) which are in transmission connection with the through shaft (1); the method is characterized in that:
an electric differential locking mechanism as claimed in any one of claims 1 to 6 is arranged in the main speed reducer;
the through shaft (1) is in transmission connection with the driven bevel gear (17) through the cylindrical gear (6).
8. A final drive according to claim 7, characterized in that:
the output shaft (9) and the through shaft (1) are coaxially arranged and are connected through an inter-axle differential assembly (8);
the interaxle differential assembly (8) comprises a fixed shaft (802) arranged on the through shaft (1), and a rear half shaft gear (805) arranged on one side of the fixed shaft (802) and sleeved on the output shaft (9).
9. A final drive according to claim 8, characterized in that:
relative to one side where the rear half shaft gear (805) is located, the other side of the fixed shaft (802) is provided with a front half shaft gear (801);
the front half shaft gear (801) is sleeved on the through shaft (1), and a bushing (809) is arranged between the front half shaft gear (801) and the through shaft (1), so that the front half shaft gear (801) can rotate relative to the through shaft (1);
the cylindrical gear (6) is sleeved on the front half shaft gear (801).
10. A final drive according to claim 9, characterized in that:
the cylindrical gear (6) is in transmission connection with the front side gear (801) through a second spline pair.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123432412.7U CN216618453U (en) | 2021-12-30 | 2021-12-30 | Electric differential locking mechanism and main speed reducer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202123432412.7U CN216618453U (en) | 2021-12-30 | 2021-12-30 | Electric differential locking mechanism and main speed reducer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN216618453U true CN216618453U (en) | 2022-05-27 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202123432412.7U Active CN216618453U (en) | 2021-12-30 | 2021-12-30 | Electric differential locking mechanism and main speed reducer |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN216618453U (en) |
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2021
- 2021-12-30 CN CN202123432412.7U patent/CN216618453U/en active Active
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