CN117124774A

CN117124774A - Constant speed half shaft of all-terrain vehicle

Info

Publication number: CN117124774A
Application number: CN202210542216.5A
Authority: CN
Inventors: 程福英; 侯佳卉; 冯广轩; 梁建武; 宋健
Original assignee: Zhejiang CFMOTO Power Co Ltd
Current assignee: Zhejiang CFMOTO Power Co Ltd
Priority date: 2022-05-18
Filing date: 2022-05-18
Publication date: 2023-11-28

Abstract

The application discloses a constant-speed half shaft of an all-terrain vehicle, which comprises a first shaft, wherein the first shaft comprises a first connecting part; the second shaft comprises a second connecting part; a first constant velocity joint; a second constant velocity joint; one end of the first shaft is connected with the first constant-speed universal joint, the other end of the first shaft is connected with the second shaft, one end of the second shaft is connected with the second constant-speed universal joint, and the other end of the second shaft is connected with the first shaft; the first connecting portion is provided with accommodation space, and the second connecting portion at least partly sets up in accommodation space to can carry out axial slip in accommodation space, accommodation space's axial length sets up to L1, and the axial length of second connecting portion sets up to L2, and L1 and L2's difference sets up to be greater than or equal to 0 and less than or equal to 60mm. The constant-speed half shaft can have high strength when in the arrangement mode, can bear a large swing angle, and can cope with various jumping and swinging under the limit working condition.

Description

Constant speed half shaft of all-terrain vehicle

Technical Field

The present application relates to a transmission, and more particularly to a constant speed half shaft for an all-terrain vehicle.

Background

An all-terrain vehicle is a vehicle capable of traveling on any terrain, and is capable of freely traveling on terrain where ordinary vehicles are difficult to maneuver. The all-terrain vehicle is All Terrain Vehicle (suitable for vehicles of all terrains), is abbreviated as ATV, is also called as an all-terrain four-wheel off-road locomotive, is simple and practical, and has good off-road performance. The ATV can generate larger friction with the ground and reduce the pressure of the vehicle on the ground, so that the ATV can easily run on beach, riverbed, forest road, stream and severe desert terrain, and can carry personnel or transport articles.

In the running process of the vehicle, the length and the angle of the transmission shaft of the all-terrain vehicle are continuously changed along with the running road condition of the all-terrain vehicle, for example, when the wheels jump and turn relatively, the included angles between the axes of the wheels and the output axis of the front differential mechanism and the distance between the wheels and the front differential mechanism are also changed, and in order to solve the problem of power transmission between the transmission shafts, a universal transmission device is needed.

The prior art generally uses a fixed constant velocity joint arrangement in which the first constant velocity joint is provided as a telescoping ball and cage joint arrangement to ensure that the constant velocity half shaft is capable of transmitting torque while producing wobble and axial slip. And in some prior arts, the connection between the fixed constant velocity universal joint and the shaft body is set to a larger range of slip to realize the slip function, but the setting mode can allow a large swing angle to be only about 30 degrees, the maximum axial slip amount is between 27.5mm and 36mm, if the slip amount is further increased, the use range of the maximum swing angle is reduced, and the use range is far from enough for an all-terrain vehicle with a challenge limit, and the requirements of large stroke and high strength of the all-terrain vehicle are difficult to meet.

Disclosure of Invention

In order to solve the defects of the prior art, the embodiment of the application aims to provide the constant-speed half shaft of the all-terrain vehicle, which has high safety, high strength, large swing angle and convenient maintenance.

In order to achieve the above object, the present application adopts the following technical scheme:

a constant velocity half shaft of an all-terrain vehicle, comprising a first shaft including a first connection portion; the second shaft comprises a second connecting part; a first constant velocity joint; a second constant velocity joint; one end of the first shaft is connected with the first constant-speed universal joint, the other end of the first shaft is connected with the second shaft, one end of the second shaft is connected with the second constant-speed universal joint, and the other end of the second shaft is connected with the first shaft; the first connecting portion is provided with accommodation space, and the second connecting portion at least partly sets up in accommodation space to can carry out axial slip in accommodation space, accommodation space's axial length sets up to L1, and the axial length of second connecting portion sets up to L2, and L1 and L2's difference sets up to 0 or more and less than or equal to 60mm.

Further, the first constant velocity universal joint is provided as a fixed type universal joint, and the second constant velocity universal joint is provided as a fixed type universal joint.

Further, the second shaft further comprises a second shaft body, and a transition area is arranged between the second shaft body and the second connecting portion.

Further, an internal spline is arranged in the accommodating space, and an external spline is arranged on the second connecting part.

Further, when the second mounting portion is disposed in the accommodation space, the internal spline and the external spline are engaged to form a spline pair.

Further, the pitch circle diameter of the spline pair is set to L3, and L3 is set to 20mm or more and 55mm or less.

Further, the pitch circle diameter of the spline pair is set to L3, and L3 is set to 30mm or more and 45mm or less.

Further, the spline pair pressure angle is set to α, which is set to 15 ° or more and 45 ° or less.

Further, the spline pair pressure angle is set to α, which is set to 15 ° or more and 30 ° or less.

Further, the constant velocity half shaft is provided with a first dust cover at least partially covering the first constant velocity universal joint and the first shaft, and a second dust cover at least partially covering the first connection portion, the second shaft, and the second constant velocity universal joint.

The application has the advantages that: can provide higher intensity for all-terrain vehicle, the constant speed semi-axis of big swing angle, the various jumping and the swing under the limit operating mode should, and when the damage appears in the constant speed semi-axis, the equal speed semi-axis that can be quick is dismantled, segmentation maintenance or change, can reduce all-terrain vehicle's maintenance and change cost.

Drawings

FIG. 1 is a perspective view of an ATV;

FIG. 2 is a plan view of the transmission structure of the ATV of FIG. 1;

FIG. 3 is a semi-sectional view of the iso-axle of FIG. 2;

FIG. 4 is an enlarged view of a portion of the constant velocity half shaft of FIG. 3 at A;

FIG. 5 is a cross-sectional view of the constant velocity half shaft of FIG. 3 at B-B;

FIG. 6 is a plan view of another embodiment of the constant velocity half shaft of FIG. 4.

Detailed Description

In order to clearly illustrate the embodiments of the present application or the technical solutions of the prior art, the drawings that are required to be used in the description of the embodiments or the prior art are briefly introduced below, and it is obvious that the drawings described below are only one embodiment of the present application, and all other embodiments obtained without the inventive effort by those skilled in the art are within the scope of protection of the present application.

Referring to fig. 1 and 2, an all-terrain vehicle 100 is shown that includes a transmission assembly 10, a body cover 20, a frame assembly 30, a drive assembly 40, and a travel assembly 50, wherein the body cover 20 is at least partially disposed on the frame assembly 30, the drive assembly 40 is at least partially disposed on the frame assembly 30, and a driving force is transmitted to the travel assembly 50 via the transmission assembly 10. For clarity of description of the technical solution of the present application, the front side, the rear side, the left side, the right side, the upper side and the lower side are also defined as shown in fig. 1. Wherein, the walking subassembly 50 is including setting up the first walking subassembly at the vehicle front side and setting up the second walking subassembly at the vehicle rear side, and drive assembly 10 includes constant speed semi-axis 11 and transaxle subassembly 12, and drive assembly 40 is connected with transaxle subassembly 12, transmits the drive power that drive assembly 40 produced to transaxle subassembly 12, and constant speed semi-axis 11 sets up between walking subassembly 50 and transaxle subassembly 12, further transmits the drive power that drive assembly 40 transmitted to transaxle subassembly 12 to walking subassembly 50. As one implementation, the drive assembly 40 is provided as a motor. It will be appreciated that the drive assembly 40 may also be provided as a motor or other device having a driving force.

As an embodiment, the first traveling assembly and the second traveling assembly are each provided with two traveling wheels, and the transaxle assembly 12 is provided as two transaxles that connect the two traveling wheels of the first traveling assembly and the two traveling wheels of the second traveling assembly, respectively. Specifically, the first drive axle is connected with two travelling wheels of the first travelling assembly through two constant speed half shafts 11, and the second drive axle is connected with two travelling wheels of the second travelling assembly through two constant speed half shafts, namely four constant speed half shafts 11 are arranged in the application. It will be appreciated that the number of constant velocity half shafts 11 may be adjusted to different specifications and requirements of the ATV 100, or may be one, two or more.

As shown in fig. 3 and 5, the present application provides a novel constant velocity half shaft 11, the constant velocity half shaft 11 comprising a first constant velocity joint 114, a second constant velocity joint 115, a first shaft 111 and a second shaft 112. One end of the first shaft 111 is connected to a first constant velocity universal joint 114, and the other end of the first shaft 111 is connected to a second shaft 112. One end of the second shaft 112 is connected to the first shaft 111, and the other end of the second shaft 112 is connected to the second constant velocity universal joint 115. Specifically, a key connection is provided between the first shaft 111 and the first constant velocity joint 114, and a key connection is also provided between the second shaft 112 and the second constant velocity joint 115. Further, the constant velocity half shaft 11 further includes an input end 119 and an output end 120, and the second constant velocity universal joint 115 is connected to the transaxle assembly 12 through the input end 119 to transmit the driving force of the transaxle assembly 12 to the constant velocity half shaft 11; the first constant velocity joint 114 is connected to the running gear 50 through an output 120, and further transmits the driving force of the constant velocity half shaft 11 to the running gear 50. Specifically, the output 120 is keyed to the walking assembly 50 and the input 119 is keyed to the drive axle assembly 12.

As shown in fig. 3 and 5, the first shaft 111 and the second shaft 112 are provided as a key connection therebetween. Specifically, the first shaft 111 includes a first connection portion 111a and a first shaft body 111b, the first connection portion 111a is disposed at an end of the first shaft 111 remote from the walking assembly 50, and a receiving space 111c is disposed in the first connection portion 111 a. The second shaft 112 includes a second connection portion 112a and a second shaft body 112b, and the second connection portion 112a and the second shaft body 112b are at least partially disposed in the accommodation space 111c. The inner wall of the accommodating space 111c is provided with an internal spline 111d, the outer end of the second connecting portion 112a is provided with an external spline 112c, and when the second connecting portion 112a is arranged in the accommodating space 111c, the internal spline 111d is meshed with the external spline 112c to form a spline pair, and in this meshing manner, the second connecting portion can be allowed to axially slide relative to the first connecting portion in a certain degree within the arrangement range of the internal spline. This kind of setting up the mode can set up the constant speed semi-axis 11 as split type, when the constant speed semi-axis 11 damaged, can only change and maintain the part that damages, maintenance and replacement cost that can greatly reduced the constant speed semi-axis.

As one implementation, the diameter of the second connection portion 112a is set to be larger than the diameter of the second shaft body 112b, and correspondingly, the diameter of the first connection portion 111a is also set to be larger than the diameter of the first shaft body 111 b. This arrangement can keep the weight of the shaft body and reduce the overall weight of the constant speed half shaft 11 while increasing the pitch circle diameter of the spline pair as much as possible. The increase of the pitch circle diameter of the spline pair can reduce the pressure born by the spline of the constant-speed half shaft 11 when the torque force is transmitted, reduce the sliding resistance of the internal spline 111d and the external spline 112c during relative movement, reduce the heat generated by friction between the internal spline 111d and the external spline 112c, and simultaneously allow the constant-speed half shaft 11 to transmit larger torque force. It will be appreciated that for all-terrain vehicles 100 that do not require weight reduction or other requirements, the diameter of first axle 111b may also be set to be greater than or equal to the diameter of first connection 111a, and the diameter of second axle 112b may also be set to be greater than or equal to the diameter of second connection 112 a.

Specifically, as shown in fig. 5, the pitch circle diameter of the spline pair in the present application is set to L1, and the range of L1 is set to 20mm or more and 55mm or less. Further, the range of L1 may be set to 30mm or more and 45mm or less, and this setting range can satisfy the transmission of large torsion while minimizing the weight and space of the constant speed half shaft 11 as much as possible, and the constant speed half shaft 11 achieves a balance between strength and weight.

As shown in fig. 5, the pressure angle of the internal spline 111d and the external spline 112c is set to α, which is set to 15 ° or more and 45 ° or less; further, α may be set to 15 ° or more and 30 ° or less. This arrangement can make the spline tooth surfaces of the internal spline 111d and the spline tooth surfaces of the external spline 112c bear smaller slip resistance, so that larger torsion can be transmitted between the first shaft 111 and the second shaft 112. It will be appreciated that this spline arrangement is not limited to the connection between the first connection portion 111a and the second connection portion 112 a. The spline arrangement described above may be used at any of the key connections between input 119 and drive axle assembly 12, between output 120 and travel assembly 50, between first shaft 111 and first constant velocity joint 114, and between second shaft 112 and second constant velocity joint 115. As shown in fig. 4, a transition area 112d is disposed between the second connecting portion 112a and the second shaft body 112b, and in the connected state, the second connecting portion 112a is disposed inside the accommodating space 111c and is located on a side of the axial retainer ring 113 near the walking assembly 50. The axial length of the accommodation space 111c is set to L2, the axial length of the second connection portion 112a is set to L3, and L2 is set to be greater than L3, which allows the second connection portion 112a to generate a range of axial slip within the accommodation space 111c of the first connection portion 111 a.

As one implementation, a retainer groove 113a is provided at an end of the range of the internal spline 111d that is remote from the running assembly 50, and an axial retainer 113 is provided in the retainer groove 113 a. The axial retainer 113 serves to restrict axial movement between the first connection portion 111a and the second connection portion 112 a. Specifically, the outer diameter of the axial retainer 113 in the non-working state is set to be greater than or equal to the diameter of the retainer groove 113a, and this arrangement can enable the axial retainer 113 to be attached in the retainer groove 113a in the working state, so that radial movement cannot occur under the action of gravity, the connection between the first connection portion 111a and the second connection portion 112a is firmer, and falling off between the first shaft 111 and the second shaft 112 in the assembling, disassembling and transporting processes of the all-terrain vehicle 100 is avoided.

When the second connection portion 112a and the first connection portion 111a slip to the maximum distance between the first constant velocity universal joint 114 and the second constant velocity universal joint 115, the axial retainer ring 113 abuts against the transition region 112d, thereby limiting the limit slip position between the first connection portion 111a and the second connection portion 112a and preventing the first connection portion 111a and the second connection portion 112a from coming out. Specifically, the transition area 112d may be configured as a smooth curve or a straight line with an angle greater than or equal to 90 ° with the axis of the second shaft body 112b, which can avoid right angle transition to generate larger concentrated stress, and increase the strength and durability of the constant speed half shaft 11. Further, when the first connecting portion 111a and the second connecting portion 112a reach the limit sliding position, the transition region 112d can further prop the axial retainer ring 113 by using the plane of the transition region 112d, that is, the axial retainer ring 113 generates an axial force and a radial force at the same time, and the former can obviously have higher stability and higher bearing strength at the limit position compared with a pure axial force. Further, the difference between L2 and L3 is the maximum axial slip allowed by the constant speed half shaft 11. In the present application, the difference between L2 and L3 is set to be 0 or more and 60mm or less, which has a larger slip amount than the conventional telescopic ball-and-cage type universal joint, and can satisfy a larger wheelbase change of the all-terrain vehicle 100.

Since the axial slip of the constant velocity half shaft 11 along the accommodation space 111c within a certain range can be allowed between the first shaft 111 and the second shaft 112 of the constant velocity half shaft 11, the slip function is achieved without the first constant velocity universal joint 114 and the second constant velocity universal joint 115. Thus, as one implementation, the first constant velocity joint 114 is provided as a fixed constant velocity joint and the second constant velocity joint 115 is provided as a fixed constant velocity joint, the present application provides a greater swing angle for the constant velocity half shaft 11 than the second constant velocity joint 115 is provided as a telescopic ball and cage joint. In the present application, the maximum pivot angle of the constant speed half shaft 11 may be up to 45 ° or more, enabling the all-terrain vehicle 100 equipped with the constant speed half shaft 11 to accommodate more extreme operating conditions.

As shown in fig. 4, the constant velocity half shaft 11 further includes a first dust boot 116 and a second dust boot 117. The first boot 116 at least partially covers the first constant velocity joint 114 and the first shaft 111, and the second boot 117 at least partially covers the first connection 111a, the second shaft 112, and the second constant velocity joint 115. Specifically, one end of the first dust cover 116 is sleeved on the end of the first shaft body 111b, and the other end of the first dust cover 116 is sleeved on the spherical shell of the first constant velocity universal joint 114; one end of the second dust cover 117 is fitted over the spherical shell of the second constant velocity universal joint 115, and the other end of the second dust cover 117 is fitted over the first connecting portion 111 a. The two ends of the first dust-proof cover 116 and the second dust-proof cover 117 are respectively provided with a fastener to strengthen the dust-proof cover, and the arrangement mode can prevent the leakage of the internal lubricant and the entry of external muddy water and sundries. As an embodiment, the shapes of the first dust cover 116 and the second dust cover 117 are corrugated, and the materials of the first dust cover 116 and the second dust cover 117 are rubber materials, so that the arrangement mode can allow the constant speed half shaft 11 to still play a role in dust protection during swinging and axial sliding, and the constant speed half shaft is not easy to fall off. Unlike the first dust cover 116, which is disposed on the edge of the end portion of the first shaft body 111b at the attachment point of the first shaft body 111b, the attachment point of the second dust cover 117 on the first connecting portion 111a is disposed at a distance from the edge of the second connecting portion 112a near the second constant velocity universal joint 115. Since the second boot 117 needs to cover both the connection between the second shaft 112 and the second constant velocity joint 115 and the connection between the second shaft 112 and the first connection portion 111a, the second boot 117 needs to withstand the swing between the second shaft 112 and the second constant velocity joint 115 and also the axial displacement between the first shaft 111 and the second shaft 112, resulting in a longer length of the second boot 117. By the arrangement mode, when extreme swing and axial displacement are generated between the second shaft 112 and the second constant velocity universal joint 115, the overlong second dust cover 117 cannot be folded and extruded between the second shaft 112 and the second constant velocity universal joint 115, so that the second dust cover 117 is damaged, parts of the constant velocity half shaft 11 are more integrated and compact, and occupied space of the constant velocity half shaft 11 in the whole vehicle is reduced.

As fig. 6 shows a constant velocity half shaft 21 of a second embodiment of the present application, it is to be understood that the same structure as that of the first embodiment is applicable to the present embodiment, and only the portions of the present embodiment different from the first embodiment will be described below.

As shown in fig. 6, in the present embodiment, the constant velocity half shaft 21 includes a first dust cover 216, a second dust cover 217, and a third dust cover 218. The first boot 216 at least partially covers the first constant velocity joint 214 and the first shaft 211, the second boot 217 at least partially covers the second shaft 212 and the second constant velocity joint 215, and the third boot 218 at least partially covers the first connection 211a and the second connection 212a. Specifically, one end of the first dust cover 216 is disposed on the spherical shell of the first constant velocity universal joint 214, and the other end of the first dust cover 216 is disposed at one end of the first shaft body 211b near the first constant velocity universal joint 214; one end of the second dust cover 217 is arranged on the spherical shell of the second constant velocity universal joint 215, and the other end of the second dust cover 217 is arranged at one end of the second shaft body 212b close to the second constant velocity universal joint 215; one end of the third dust cover 218 is disposed on the second shaft body 212b, and the other end of the third dust cover 218 is disposed at one end of the first connecting portion 211a near the second constant velocity universal joint 215. This arrangement enables the first boot 216 and the third boot 217 to only carry the wobble between the constant velocity half shaft 21 and the constant velocity joint, and the third boot 218 to only carry the axial movement between the first shaft 211 and the second shaft 212. Therefore, the dust cover can be prevented from being excessively tired due to the fact that the dust cover bears acting forces in different directions, the service life of the dust cover is prolonged, the all-terrain vehicle 100 can also have larger axial sliding quantity, and under the condition that space arrangement at two ends is compact, the scheme can meet space arrangement requirements.

The foregoing has shown and described the basic principles, principal features and advantages of the application. It will be appreciated by persons skilled in the art that the above embodiments are not intended to limit the application in any way, and that all technical solutions obtained by means of equivalent substitutions or equivalent transformations fall within the scope of the application.

Claims

1. A constant velocity half shaft of an all-terrain vehicle, comprising:

a first shaft including a first connection portion;

a second shaft including a second connection portion;

a first constant velocity joint;

a second constant velocity joint;

the method is characterized in that: one end of the first shaft is connected with the first constant velocity universal joint, the other end of the first shaft is connected with the second shaft, one end of the second shaft is connected with the second constant velocity universal joint, and the other end of the second shaft is connected with the first shaft; the first connecting portion is provided with accommodation space, the second connecting portion at least partly sets up in the accommodation space, and can carry out axial slip in the accommodation space, accommodation space's axial length sets up to L1, second connecting portion's axial length sets up to L2, L1 with L2's difference sets up to 0 or more and is less than or equal to 60mm.

2. The all-terrain vehicle's constant velocity half shaft of claim 1, wherein the first constant velocity universal joint is configured as a fixed universal joint and the second constant velocity universal joint is configured as a fixed universal joint.

3. The all-terrain vehicle's constant velocity half shaft of claim 1, wherein the second shaft further comprises a second shaft body, a transition region being provided between the second shaft body and the second connection.

4. The all-terrain vehicle's constant velocity half shaft of claim 1, wherein the receiving space is internally provided with internal splines and the second connecting portion is externally provided with external splines.

5. The all-terrain vehicle's constant velocity half shaft of claim 4, wherein the internal spline and the external spline mesh to form a spline pair when the second mounting portion is disposed within the receiving space.

6. The all-terrain vehicle's constant velocity half shaft of claim 5, wherein the spline pair has a pitch circle diameter set to L3, L3 being set to 20mm or more and 55mm or less.

7. The all-terrain vehicle's constant velocity half shaft of claim 5, wherein the spline pair has a pitch circle diameter set to L3, L3 being set to 30mm or more and 45mm or less.

8. The all-terrain vehicle's constant velocity half shaft of claim 5, wherein the spline pair pressure angle is set to a, which is set to 15 ° or more and 45 ° or less.

9. The all-terrain vehicle's constant velocity half shaft of claim 5, wherein the spline pair pressure angle is set to a, which is set to 15 ° or more and 30 ° or less.

10. The all-terrain vehicle's constant velocity half shaft of claim 1, characterized in that the all-terrain vehicle's constant velocity half shaft is provided with a first dust cover at least partially covering the first constant velocity universal joint and the first shaft and a second dust cover at least partially covering the first connection, the second shaft and the second constant velocity universal joint.