CN112109540B

CN112109540B - Power transmission assembly

Info

Publication number: CN112109540B
Application number: CN202010969498.8A
Authority: CN
Inventors: 林小凤; 于东洋; 刘越; 郝能伟; 魏长城; 徐立辉; 张益智; 李锋; 袁亮
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2020-09-15
Filing date: 2020-09-15
Publication date: 2022-02-22
Anticipated expiration: 2040-09-15
Also published as: CN112109540A

Abstract

The invention relates to the technical field of power transmission, and discloses a power transmission assembly, which comprises: the input end of the gearbox component is connected to the engine; the middle shaft assembly comprises a middle shaft and a support, the first end of the middle shaft is connected with the output end of the gearbox assembly, the second end of the middle shaft is used for being connected with the left driving shaft or the right driving shaft, the support is provided with a first fixing plate and a second fixing plate, the first fixing plate is fixed with an engine, the second fixing plate is used for being fixed with the gearbox assembly, the middle shaft is rotatably installed in a shaft hole of the support, and a vibration damping structure is arranged between the middle shaft and the support; and the power takeoff is clamped between the gearbox and the bracket, one end of the power takeoff is fixed with the gearbox assembly, and the other end of the power takeoff is fixed with the second fixing plate. The power transmission assembly clamps the power takeoff between the gearbox component and the intermediate shaft component, so that the power transmission assembly is compact in structure; be equipped with the damping structure between jackshaft and support, can effectively attenuate the vibration of engine, promote whole car NVH quality.

Description

Power transmission assembly

Technical Field

The invention relates to the technical field of power transmission, in particular to a power transmission assembly.

Background

At present, most automobiles adopt an arrangement mode that an engine and a gearbox are respectively arranged on two sides of the front end of the automobile, and the gearbox directly drives a left driving shaft and a right driving shaft to rotate. Because the gearbox is located vehicle one side, the gearbox is connected through the jackshaft with the one side drive shaft that is far away from it direct connection rather than the one side drive shaft that is close to it. The jackshaft passes through the support to be fixed in on the engine of vehicle, the bearing and the support direct contact of jackshaft, and the vibration of engine can be passed through support, bearing, jackshaft and left drive axle or right drive axle and transmit automobile body and driver's cabin, causes whole car NVH quality ideal inadequately.

In addition, for the front transverse four-wheel drive vehicle, a power takeoff is adopted to draw power from a transmission at the front end of the vehicle and transmit the power to a rear drive shaft assembly. The power takeoff and the intermediate shaft are respectively fixed on the engine by adopting two independent supports, two sets of support molds need to be opened in the scheme, 2 fixing points need to be added to the engine, the power transmission assembly of the vehicle is large in weight, high in cost and overstaffed in structure, and due to the fact that one more support is arranged, the sample piece management cost and the working procedure time can be correspondingly increased.

Disclosure of Invention

Based on the above, the present invention provides a power transmission assembly, which has solved the technical problems of heavy weight, high cost and poor NVH quality of the whole vehicle caused by lack of a vibration damping structure of the vehicle power transmission assembly in the prior art.

In order to achieve the purpose, the invention adopts the following technical scheme:

there is provided a power transmission assembly comprising:

the input end of the gearbox assembly is connected to the engine;

the intermediate shaft assembly comprises an intermediate shaft and a support, a first end of the intermediate shaft is connected with an output end of the gearbox assembly, a second end of the intermediate shaft is used for being connected with a left driving shaft or a right driving shaft, the support is provided with a first fixing plate and a second fixing plate, the first fixing plate is fixed with the engine, the second fixing plate is used for being fixed with the gearbox assembly, a shaft hole is formed in the support, the intermediate shaft is rotatably installed in the shaft hole, and a vibration damping structure is arranged between the intermediate shaft and the support;

the power takeoff, the power takeoff clamp be in the gearbox subassembly with between the support, the one end of power takeoff with the gearbox subassembly is fixed, the other end with the second fixed plate is fixed, the input of power takeoff with the output of gearbox subassembly is connected, the output of power takeoff is used for the rear drive axle subassembly with power transmission to vehicle.

As a preferable scheme of the power transmission assembly, a through mounting hole is arranged in the power takeoff, and the intermediate shaft penetrates through the mounting hole and is connected with the output end of the gearbox component.

As a preferred scheme of the power transmission assembly, a bearing is installed in the shaft hole, the intermediate shaft is sleeved on an inner ring of the bearing, the vibration reduction structure is arranged between an outer ring of the bearing and an inner wall of the shaft hole, the vibration reduction structure comprises a sheet metal ring and a vibration reduction ring which are sequentially sleeved on the outer ring of the bearing in an interference manner, and the outer wall of the vibration reduction ring is abutted to the inner wall of the shaft hole.

As a preferred scheme of the power transmission assembly, the damping ring is made of rubber, and the sheet metal ring and the support are tightly bonded into a whole through a vulcanization process.

As a preferable scheme of the power transmission assembly, the first fixing plate is provided with a plurality of first through holes, the first fixing plate is fixed to the engine through threaded connectors installed in the plurality of first through holes, the second fixing plate is provided with a plurality of second through holes, and the second fixing plate is fixed to the power takeoff through threaded connectors installed in the plurality of second through holes.

Preferably, the transmission assembly includes a transmission and a differential in driving connection, an input of the transmission is connected to the engine, and an output of the differential is connected to the first end of the intermediate shaft and the input of the power take-off.

Preferably, the first end of the intermediate shaft is provided with a first spline, the second end of the intermediate shaft is provided with a second spline, the first spline is used for connecting with the output end of the differential, and the second spline is used for connecting with the left driving shaft or the right driving shaft.

As a preferred scheme of the power transmission assembly, the intermediate shaft component further comprises a check ring, the check ring is sleeved on the intermediate shaft part covered by the shaft hole in an interference manner, the check ring is close to the first end of the bearing, and a gap is formed between the top end of the check ring and the inner wall of the shaft hole.

As a preferred scheme of power transmission assembly, the jackshaft subassembly still includes the power takeoff protective shroud, the power takeoff protective shroud seal mount in the mounting hole orientation in the mounting hole opening of support one side, the inner circle of power takeoff protective shroud with jackshaft interference fit, the outer lane of power takeoff protective shroud with the inner wall interference fit of mounting hole opening.

As a preferred scheme of the power transmission assembly, the intermediate shaft component further comprises a clamp spring, a clamp spring groove is formed in the second end of the intermediate shaft, the clamp spring is installed in the clamp spring groove, and the clamp spring is used for axially limiting the intermediate shaft.

The invention has the beneficial effects that:

the vibration damping mechanism is arranged between the intermediate shaft and the support of the power transmission assembly, so that vibration transmitted from an engine to a whole vehicle and a cab can be effectively attenuated, and better NVH (noise, vibration and harshness) quality of the whole vehicle is realized. The power takeoff device in the power transmission assembly is clamped between the gearbox component and the bracket, an independent power takeoff device bracket fixed on an engine does not need to be arranged, 1 bracket die is saved, 1 part is reduced, and the sample piece cost, the sample piece management cost and the production line process time can be correspondingly reduced; correspondingly, the requirement of the fixed points of the rear shell of the engine is reduced by 2, and particularly when the number of the reserved fixed points of the rear shell of the engine is insufficient or the space is short, the rear shell of the engine is compatible with the existing engine shell to the maximum extent, so that the die repair or the die reopening is avoided, the cost is saved, and the development period is shortened.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the description of the embodiments of the present invention will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the contents of the embodiments of the present invention and the drawings without creative efforts.

FIG. 1 is a schematic structural diagram of a power transmission assembly provided in an embodiment of the present invention;

FIG. 2 is a cross-sectional view of a power transmission assembly provided by an embodiment of the present invention;

FIG. 3 is a schematic structural view of a countershaft assembly provided by an embodiment of the present invention;

FIG. 4 is a cross-sectional view of a countershaft assembly provided by an embodiment of the present invention;

fig. 5 is an enlarged view at a in fig. 4.

The figures are labeled as follows:

1. a gearbox assembly; 11. a transmission; 12. a differential mechanism; 2. a mid-shaft assembly; 21. an intermediate shaft; 211. a first spline; 212. a second spline; 213. a shaft shoulder; 214. a clamp spring groove; 22. a support; 221. a first fixing plate; 2211. a shaft hole; 2212. a first through hole; 222. a second fixing plate; 2221. a second through hole; 23. a vibration reduction structure; 231. a sheet metal ring; 232. a vibration damping ring; 24. a bearing; 25. a power takeoff retainer; 26. a retainer ring; 27. a clamp spring; 3. a power takeoff; 31. and (7) installing holes.

Detailed Description

In order to make the technical problems solved, technical solutions adopted and technical effects achieved by the present invention clearer, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, unless expressly stated or limited otherwise, the terms "connected," "connected," and "fixed" are to be construed broadly, e.g., as meaning permanently connected, removably connected, or integral to one another; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.

In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description of the present embodiment, the terms "upper", "lower", "right", etc. are used in an orientation or positional relationship based on that shown in the drawings only for convenience of description and simplicity of operation, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used only for descriptive purposes and are not intended to have a special meaning.

As shown in fig. 1-4, the embodiment of the invention provides a power transmission assembly, which is applied to a four-wheel drive type vehicle and is used for transmitting the power of an engine of the vehicle to a front driving shaft and a rear driving shaft of the vehicle so as to drive the vehicle to move forwards. This power transmission assembly includes gearbox assembly 1, jackshaft subassembly 2 and power takeoff 3, gearbox assembly 1's input is connected in engine (not shown), gearbox assembly 1's output is connected in jackshaft subassembly 2 and power takeoff 3's input, jackshaft subassembly 2's output is connected in left drive axle or right drive axle for the front wheel of drive vehicle, power takeoff 3's output passes through the transmission shaft and connects in the rear reduction gear, rear reduction gear connects in rear drive axle subassembly, a rear wheel for the drive vehicle. Wherein the power takeoff 3 is clamped between the gear box component 1 and the intermediate shaft component 2, the first end of the power takeoff 3 is fixed on the gear box component 1, and the second end thereof is fixed on the intermediate shaft component 2.

The intermediate shaft assembly 2 comprises an intermediate shaft 21 and a bracket 22, the input end of the intermediate shaft 21 is a first end, the output end of the intermediate shaft 21 is a second end, the first end of the intermediate shaft 21 is connected to the output end of the gearbox assembly 1, and the second end of the intermediate shaft 21 is connected to a left driving shaft or a right driving shaft. The bracket 22 includes a first fixing plate 221 and a second fixing plate 222, wherein the first fixing plate 221 is provided with a shaft hole 2211, and the intermediate shaft 21 is rotatably installed in the shaft hole 2211. The first stationary plate 221 is fixed to a casing of the engine, and the second stationary plate 222 is fixed to a second end of the power take-off 3. In this embodiment, the bracket 22 is made of an aluminum alloy or a cast iron material. A damping structure 23 is arranged between the intermediate shaft 21 and the support 22, and the damping structure 23 is used for effectively damping the vibration transmitted to the intermediate shaft 21 by the engine, reducing the vibration of a vehicle body and a cab and improving the NVH quality of the whole vehicle.

Specifically, as shown in fig. 1 and 2, the transmission assembly 1 is a modular component comprising a transmission 11 and a differential 12 in driving connection, an input of the transmission 11 being connected to the engine, an output of the transmission 11 being internally and drivingly connected to an input of the differential 12, an output of the differential 12 being adapted to be connected to a first end of an intermediate shaft 21 and to an input of the power take-off 3. The transmission 11 is used for controlling the power of the engine to be released at a reasonable rotating speed and torque so as to meet driving requirements. The differential 12 is used for solving the problem that the rotating speeds of left and right tires of the vehicle are inconsistent in the turning process, so that the vehicle runs more stably. The construction and principles of the transmission 11 and differential 12 are well known in the art and will not be described in detail herein.

The output end of the differential 12 has a first side gear (not shown) and a second side gear (not shown) disposed in bilateral symmetry, the first side gear being connected to the left drive shaft and the second side gear being connected to the intermediate shaft assembly 2 when the present power transmission assembly is positioned at the front left side of the vehicle, the first side gear being connected to the intermediate shaft assembly 2 and the second side gear being connected to the right drive shaft when the power transmission assembly is positioned at the front right side of the vehicle.

The power take-off 3 is arranged to draw power from the gearbox assembly 1 and to transfer the power to the rear drive axle via a longitudinally arranged propeller shaft to drive the rotation of the two wheels at the rear of the vehicle. The input of the power take-off 3 is connected to the housing (not shown) of the differential 12 in a manner which can be selected in accordance with the vehicle type. The power takeoff 3 presss from both sides and installs in the middle of gearbox subassembly 1 and countershaft subassembly 2, and the first end and the second end of power takeoff 3 all set up a plurality of through-holes, and power takeoff 3 is fixed in gearbox subassembly 1 and countershaft subassembly 2 middle through the threaded connection spare of installing at a plurality of through-holes. The power take-off 3 is internally provided with a through mounting hole 31 from the first end to the second end, and the diameter of the mounting hole 31 is larger than that of the intermediate shaft assembly 2, and the intermediate shaft assembly 2 penetrates through the mounting hole 31 and is connected to the differential 12 in the transmission case assembly 1.

The invention changes the traditional fixing mode of fixing the power takeoff 3 on the engine shell into clamping the power takeoff 3 between the gearbox assembly 1 and the intermediate shaft assembly 2, has more reliable fixing effect and more compact structure, does not need to arrange a separate bracket for the power takeoff 3, reduces the fixing point required to be arranged on the engine shell, and saves the management cost of sample parts and the working procedure time.

The construction of the intermediate shaft assembly 2 is shown in fig. 3-5. Specifically, the first end and the second end of the intermediate shaft 21 are respectively provided with a first spline 211 and a second spline 212, the first spline 211 is used for being connected with the output end of the differential 12, and the second spline 212 is used for being connected with a left driving shaft or a right driving shaft, so that the connection and transmission effects are ensured. The first fixing plate 221 of the bracket 22 is provided with a shaft hole 2211, the intermediate shaft 21 is rotatably mounted in the shaft hole 2211, the bracket 22 is fixed on the housing of the engine and the power takeoff 3, the first fixing plate 221 of the bracket 22 is provided with a plurality of first through holes 2212, the second fixing plate 222 of the bracket 22 is provided with a plurality of second through holes 2221, and the bracket 22 is fixed on the housing of the engine and the power takeoff 3 through a plurality of threaded connectors mounted in the first through holes 2212 and the second through holes 2221.

The intermediate shaft 21 is rotatably mounted on the bracket 22 through a bearing 24, an inner ring of the bearing 24 is sleeved on the intermediate shaft 21 in an interference manner, and the vibration damping structure 23 is arranged between an outer ring of the bearing 24 and the inner wall of the shaft hole 2211. A shoulder 213 is provided on the intermediate shaft 21 near the first end of the bearing 24, the first end of the bearing 24 facing the power take-off 3 and the second end of the bearing 24 facing away from the power take-off 3. The first end of the inner ring of the bearing 24 abuts against the side surface of the shoulder 213, and the shoulder 213 serves to prevent axial play of the bearing 24 towards the first end.

The vibration reduction structure 23 comprises a sheet metal ring 231 and a vibration reduction ring 232 which are sequentially sleeved on the outer ring of the bearing 24 in an interference manner from inside to outside, and the inner ring of the sheet metal ring 231 is sleeved on the outer ring of the bearing 24 in an interference manner. The sheet metal ring 231 is made of alloy steel and plays roles of connection and inner layer buffering and vibration reduction, the section of the sheet metal ring 231 is L-shaped, the sheet metal ring comprises a first part and a second part, the first part is clamped between the bearing 24 and the vibration reduction ring 232, the second part is perpendicular to the first part, and the second part is abutted against the second end of the outer ring of the bearing 24 and is used for preventing the bearing 24 from moving towards the axial direction of the second end.

The damping ring 232 is made of a rubber material to maximally damp vibrations transmitted from the engine. By adjusting the formula of the rubber material, products with different dynamic stiffness and static stiffness characteristics can be obtained, the use requirements of different vehicle types are met, and the formula of the rubber material is not limited in the embodiment. Further, the damping ring 232 made of rubber material tightly bonds the sheet metal rings 231 on the inner side and the outer side thereof with the bracket 22 through a vulcanization process, so as to ensure the stability and the reliability of the damping effect of the damping structure 23.

The intermediate shaft assembly 2 provided in this embodiment further includes a retainer ring 26, and the retainer ring 26 is fitted on the intermediate shaft 21 in an interference manner and is close to the first end of the bearing 24. Specifically, the retainer ring 26 is fitted over the shoulder 213 of the intermediate shaft 21, the cross section of the retainer ring 26 is L-shaped, and the retainer ring includes a fitting portion and a retaining portion that are perpendicular to each other, the fitting portion is fitted over the shoulder 213 in an interference manner, the retaining portion extends radially outward from the outer ring of the intermediate shaft 21, and a gap is formed between the top end of the retaining portion and the inner wall of the shaft hole 2211. The retainer ring 26 is used to prevent impurities such as dust or muddy water from splashing on the bearing 24, and to protect the seal structure of the bearing 24.

The intermediate shaft assembly 2 provided by the embodiment further comprises a power take-off retainer 25, wherein the power take-off retainer 25 is sleeved on the intermediate shaft assembly 2 and is hermetically installed in a mounting hole opening on one side, facing the bracket 22, of the mounting hole 31 of the power take-off 3. The inner ring of the power takeoff retainer 25 is in interference fit with the intermediate shaft 21, and the outer ring of the power takeoff retainer is in interference fit with the opening of the mounting hole. Further, an oil seal dust lip is arranged at an opening of the mounting hole of the power takeoff 3, and an outer ring of the power takeoff guard ring 25 is in interference fit with the oil seal dust lip. The power takeoff protective ring 25 is used for preventing impurities such as dust, muddy water and the like from entering the oil seal structure and the mounting hole 31, and protecting the power takeoff 3 and the sealing structure.

The intermediate shaft assembly 2 provided by the embodiment further comprises a clamp spring 27, the clamp spring 27 is installed at a second spline 212 at the second end of the intermediate shaft 21, a clamp spring groove 214 which is downwards concavely formed in the second spline 212 is formed, and the clamp spring 27 is installed in the clamp spring groove 214. The clamp spring 27 is mainly used for axially limiting the left driving shaft or the right driving shaft when the left driving shaft or the right driving shaft is connected with the middle shaft assembly 2, so that axial movement is prevented, and reliable connection is ensured.

The power transmission assembly provided by the embodiment of the invention has the advantages of few parts, compact structure and small vibration amplitude, can improve the NVH quality of the whole vehicle, and obviously improves the driving experience.

It is to be noted that the foregoing is only illustrative of the preferred embodiments of the present invention and the technical principles employed. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, although the present invention has been described in greater detail by the above embodiments, the present invention is not limited to the above embodiments, and may include other equivalent embodiments without departing from the spirit of the present invention, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. A power transmission assembly, comprising:

the gearbox assembly (1), wherein the input end of the gearbox assembly (1) is connected to an engine;

the middle shaft assembly (2) comprises a middle shaft (21) and a bracket (22), a first end of the middle shaft (21) is connected with an output end of the gearbox assembly (1), a second end of the middle shaft (21) is used for being connected with a left driving shaft or a right driving shaft, the bracket (22) is provided with a first fixing plate (221) and a second fixing plate (222), the first fixing plate (221) is fixed with the engine, the second fixing plate (222) is used for being fixed with the gearbox assembly (1), a shaft hole (2211) is formed in the bracket (22), the middle shaft (21) is rotatably installed in the shaft hole (2211), and a damping structure (23) is arranged between the middle shaft (21) and the bracket (22); a bearing (24) is installed in the shaft hole (2211), the intermediate shaft (21) is sleeved on an inner ring of the bearing (24), the vibration reduction structure (23) is arranged between an outer ring of the bearing (24) and an inner wall of the shaft hole (2211), the vibration reduction structure (23) comprises a sheet metal ring (231) and a vibration reduction ring (232) which are sequentially sleeved on the outer ring of the bearing (24) in an interference manner, and the outer wall of the vibration reduction ring (232) is abutted to the inner wall of the shaft hole (2211);

power take-off (3), power take-off (3) press from both sides in gearbox subassembly (1) with between support (22), the one end of power take-off (3) with gearbox subassembly (1) is fixed, the other end with second fixed plate (222) are fixed, the input of power take-off (3) with the output of gearbox subassembly (1) is connected, the output of power take-off (3) is used for the rear drive axle subassembly with power transmission to vehicle.

2. The power transmission assembly according to claim 1, wherein a through mounting hole (31) is provided in the power take-off (3), and the intermediate shaft (21) passes through the mounting hole (31) and is connected to the output end of the gearbox assembly (1).

3. The power transmission assembly according to claim 1, wherein the damping ring (232) is made of rubber, and the sheet metal ring (231) and the bracket (22) are tightly bonded into a whole through a vulcanization process by the damping ring (232).

4. The power transmission assembly according to claim 1, wherein the first fixing plate (221) has a plurality of first through holes (2212), the first fixing plate (221) is fixed to the engine by screw fasteners installed in the plurality of first through holes (2212), the second fixing plate (222) has a plurality of second through holes (2221), and the second fixing plate (222) is fixed to the power takeoff (3) by screw fasteners installed in the plurality of second through holes (2221).

5. The power transmission assembly according to claim 1, wherein the gearbox assembly (1) comprises a transmission (11) and a differential (12) in driving connection, an input of the transmission (11) being connected to the engine, an output of the differential (12) being connected to a first end of the intermediate shaft (21) and to an input of the power take-off (3).

6. The power transmission assembly according to claim 5, characterized in that a first end of the intermediate shaft (21) is provided with first splines (211), a second end of the intermediate shaft (21) is provided with second splines (212), the first splines (211) being for connection with an output end of the differential (12), the second splines (212) being for connection with the left or right drive shaft.

7. The power transmission assembly according to claim 1, wherein the intermediate shaft assembly (2) further comprises a retaining ring (26), the retaining ring (26) is fitted on the portion of the intermediate shaft (21) covered by the shaft hole (2211) in an interference manner, the retaining ring (26) is close to the first end of the bearing (24), and a gap is formed between the top end of the retaining ring (26) and the inner wall of the shaft hole (2211).

8. The power transmission assembly as claimed in claim 2, wherein the intermediate shaft assembly (2) further comprises a power take-off retainer (25), the power take-off retainer (25) being sealingly mounted in a mounting hole opening in a side of the mounting hole (31) facing the carrier (22), an inner ring of the power take-off retainer (25) being in interference fit with the intermediate shaft (21), and an outer ring of the power take-off retainer (25) being in interference fit with an inner wall of the mounting hole opening.

9. The power transmission assembly according to claim 1, wherein the intermediate shaft assembly (2) further comprises a clamp spring (27), the second end of the intermediate shaft (21) is provided with a clamp spring groove (214), the clamp spring (27) is mounted in the clamp spring groove (214), and the clamp spring (27) is used for axially limiting the intermediate shaft (21).