CN209888655U - Transmission shaft and vehicle - Google Patents
Transmission shaft and vehicle Download PDFInfo
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- CN209888655U CN209888655U CN201920634154.4U CN201920634154U CN209888655U CN 209888655 U CN209888655 U CN 209888655U CN 201920634154 U CN201920634154 U CN 201920634154U CN 209888655 U CN209888655 U CN 209888655U
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- shaft
- universal joint
- joint
- bearing
- transmission shaft
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Abstract
A transmission shaft comprises a first universal joint, a first shaft, a second universal joint, an intermediate support, a second shaft and a flexible coupling, wherein one end of the first shaft is connected with the universal joint, the other end of the first shaft is connected with the second universal joint, one end of the second shaft is connected with the second universal joint, the other end of the second shaft is connected with the flexible coupling, the intermediate support is installed on the second universal joint and comprises an outer support, a vibration damping bush and a bearing which are sequentially arranged from outside to inside, the vibration damping bush is arranged between the outer support and the bearing, the intermediate support is fixed at the output end of the second universal joint, the outer support is provided with a plurality of installation holes, and each installation hole is internally provided with a vibration absorption block. The utility model provides a transmission shaft simple structure can show the vibration noise problem that reduces the rotatory in-process of transmission shaft and produce through damping bush and bump leveller, has good energy-absorbing vibration isolation effect, improves transmission system's NVH performance. The utility model also discloses a vehicle.
Description
Technical Field
The utility model relates to a transmission shaft technical field especially relates to a transmission shaft and vehicle.
Background
The transmission shaft is an important structure for realizing power transmission of front-wheel rear-drive and four-wheel drive vehicles, can effectively ensure that power is transmitted to rear wheels, and improves the power performance of the vehicles. The transmission shaft is an indispensable part of a vehicle power transmission system, and the NVH performance of the transmission shaft attracts wide attention. With the improvement of living standard of people, the requirements on the performance of each part relating to the vehicle running system and the NVH performance are gradually improved.
At present, a transmission shaft of a passenger vehicle mostly adopts a two-section structure, and torque transmission is realized through connection of three universal joints. In the prior art, the design of a transmission shaft has the following problems: because the chassis arrangement space is limited, each universal joint of transmission shaft all has the arrangement angle in whole car design, cause to have the contained angle between the disalignment axle pipe, and in the vehicle operation, also have the contained angle between the axis of middle bearing structure's axis and the axis of complex central siphon with it, and be rigid connection between transmission shaft and the automobile body, can produce radial unbalance force in transmission shaft moment of torsion transmission process, produce the vibration influence to middle bearing structure, the main middle bearing structure transmission that passes through the transmission shaft of this kind of vibration is for the automobile body floor, thereby make whole car vibration, lead to whole car NVH performance variation.
SUMMERY OF THE UTILITY MODEL
An object of the utility model is to provide a transmission shaft and vehicle are showing the vibration noise problem that reduces the rotatory in-process of transmission shaft and produce to the vibration energy that the in-process of traveling of effective absorption transmission shaft produced promotes transmission system's NVH performance.
The utility model provides a transmission shaft, including first universal joint, primary shaft, second universal joint, intermediate strut, secondary shaft and flexible coupling, the one end of primary shaft is connected first universal joint, the other end of primary shaft is connected the second universal joint, the one end of secondary shaft is connected the second universal joint, the other end of secondary shaft is connected flexible coupling, intermediate strut installs on the second universal joint, intermediate strut includes outer support, damping bush and the bearing that sets gradually from outer to inner, the damping bush is located the outer support with between the bearing, the intermediate strut is fixed the output of second universal joint, the outer support is equipped with a plurality of mounting holes, is equipped with the bump leveller in every mounting hole.
Further, the vibration reduction bushing is connected with the bearing through interference fit.
Further, the damping bushing comprises an outer ring, a damping material and an inner ring which are arranged from outside to inside, the outer ring, the damping material and the inner ring are of an integrated structure formed by vulcanization,
further, the damping material is a rubber material.
Furthermore, the number of the mounting holes is two, and the mounting holes are symmetrically distributed on two sides of the bearing.
Further, the second universal joint is the constant velocity ball cage universal joint, the constant velocity ball cage universal joint includes casing, holder, steel ball, star cover and integral key shaft, the holder sets up the casing with between the star cover, the steel ball sets up in the holder, the external splines of integral key shaft one end and the internal spline of star cover cooperate, and casing and integral key shaft can produce the axial and stretch out and draw back, the middle support cover is established and is installed the other end of integral key shaft.
Further, the first universal joint is a cross universal joint, the first universal joint comprises a flange fork, a cross universal joint fork and a cross joint, the flange fork is connected with the cross universal joint fork through the cross joint, and the cross universal joint fork is connected with the first shaft.
The utility model also provides a vehicle, including foretell transmission shaft.
The utility model provides a transmission shaft and vehicle, through set up the damping bush in the intermediate support, and be provided with the bump absorber in the mounting hole of intermediate support, its simple structure can show the vibration noise problem that reduces the rotatory in-process production of transmission shaft, and the vibration energy of the in-process production of traveling of effective absorption transmission shaft, promote transmission system's NVH performance, and be connected through the constant velocity ball cage universal joint between primary shaft and the secondary shaft, the transmission efficiency of transmission shaft has been improved.
Drawings
Fig. 1 is a schematic structural view of a transmission shaft of the present invention;
fig. 2 is a schematic structural view of the transmission shaft of the present invention after the constant velocity ball cage universal joint and the intermediate bracket are assembled;
fig. 3 is a schematic structural view of the middle bracket of the transmission shaft of the present invention;
fig. 4 is a schematic structural view of the cross universal joint of the transmission shaft of the present invention.
Detailed Description
The following detailed description of the embodiments of the present invention is provided with reference to the accompanying drawings and examples. The following examples are intended to illustrate the invention, but are not intended to limit the scope of the invention.
As shown in fig. 1, the present embodiment provides a transmission shaft 100, which includes a first universal joint 1, a first shaft 2, a second universal joint 3, an intermediate support 4, a second shaft 5, and a flexible coupling 6, wherein one end of the first shaft 2 is connected to the first universal joint 1, the other end of the first shaft 2 is connected to the second universal joint 3, one end of the second shaft 5 is connected to the second universal joint 3, the other end of the second shaft 5 is connected to the flexible coupling 6, and the intermediate support 4 is mounted on the second universal joint 3.
As shown in fig. 1 and 4, in the present embodiment, the first universal joint 1 is a cross universal joint, the first universal joint 1 includes a flange yoke 19, a cross universal joint yoke 20 and a cross joint yoke 21, the flange yoke 19 is connected to the cross universal joint yoke 20 through the cross joint yoke 21, and the cross universal joint yoke 20 is fixedly connected to one end of the first shaft 2, usually by a welding connection. The flange yoke 19 and the cross universal joint yoke 20 can rotate relatively, and can swing in any direction around the center of the cross joint 21, and the cross joint 21 can generate an included angle in the movement process to adapt to the actual running working condition. Of course, in the utility model provides other embodiments, first universal joint 1 also can adopt fixed type rzeppa universal joint, and to this, the utility model discloses do not make specific restriction, be applicable to the actual demand can.
As shown in fig. 2, in the present embodiment, the second universal joint 3 is a constant velocity ball cage universal joint, and the constant velocity ball cage universal joint 3 includes a housing 7, a cage 8, steel balls 9, a star type sleeve 10, and a spline shaft 11, and the cage 8 is disposed between the housing 7 and the star type sleeve 10. Specifically, a cylindrical straight groove (not shown) is arranged on the inner wall of the shell 7 and the outside of the star-shaped sleeve 10, steel balls 9 are arranged in a raceway formed by assembling the two, a plurality of holes (not shown) are arranged at intervals in the circumferential direction of the retainer 8, the steel balls 9 are arranged in the holes of the retainer 8, an external spline at one end of the spline shaft 11 is connected with an internal spline of the star-shaped sleeve 10, and the other end of the spline shaft 11 can be fixed with one end of the second shaft 5 by welding. Preferably, the constant velocity ball cage universal joint 3 is a telescopic ball cage universal joint, and in the process of transmitting torque, the housing 7 and the spline shaft 11 can move relatively in the axial direction, and can be stretched in the length direction while transmitting rotation torque in use, compared with the conventional structure, the first shaft 2 and the second shaft 5 are connected through a cross universal joint, and the transmission efficiency of the transmission shaft 100 can be improved by adopting the constant velocity ball cage universal joint 3 in the embodiment. Wherein, the bearing 16 of the middle bracket 4 is sleeved on the other end of the spline shaft 11.
It is worth mentioning that as shown in fig. 1 and fig. 3, the intermediate bracket 4 comprises an outer bracket 12, a damping bush 18 and a bearing 16 which are sequentially arranged from outside to inside, the damping bush 18 is arranged between the outer bracket 12 and the bearing 16, the intermediate bracket 4 is fixed at the output end of the constant velocity ball cage universal joint 3, the outer bracket 12 is provided with a plurality of mounting holes 22, and each mounting hole 22 is internally provided with a vibration absorption block 17. Preferably, the outer carrier 12 is omega-shaped to encase the damping bushing 18. Wherein, the damping bush 18 is connected with the bearing 16 by interference fit, the whole structure is more stable, the bearing capacity is higher, and larger impact load can be borne. Specifically, the other end of the spline shaft 11 is fixedly connected to one end of the second shaft 5 through a bearing 16 in the intermediate bracket 4.
The damping bush 18 includes an outer ring 13, a damping material 14, and an inner ring 15 arranged from outside to inside, and the damping material 14 is provided between the outer ring 13 and the inner ring 15 and connects the outer ring 13 and the inner ring 15. Damping bushing 18 improves the ride comfort and stability of drive shaft 100 during vehicle operation. Preferably, the outer ring 13, the damping material 14 and the inner ring 15 are of a vulcanization molded one-piece construction, the outer ring 13 contacting the inner ring of the outer carrier 12 and the inner ring 15 contacting the outer ring of the bearing 16. Wherein the inner ring 15 is sleeved on the bearing 16.
In the present embodiment, the damping material 14 is a rubber material, but the present invention is not limited thereto.
In the present embodiment, as shown in fig. 1, the number of the mounting holes 22 is two, and the mounting holes are symmetrically distributed on both sides of the bearing 16. Specifically, the fastening member is inserted through the mounting hole 22 provided with the vibration absorbing mass 17 to fix the propeller shaft 100 to the vehicle body, and the vibration absorbing mass 17 serves as a damper for absorbing energy generated by vibration of the propeller shaft 100 during operation of the vehicle, so that the amplitude of free vibration is attenuated, thereby reducing noise and vibration at the joint. Preferably, the vibration absorber 17 is made of a rubber material.
In this embodiment, the other end of the second shaft 5 is connected to a flexible coupling 6, preferably, the flexible coupling 6 may be a flexible coupling 6 with an elastic element, since the flexible coupling 6 can obtain a permissible offset amount, it is ensured by the elastic deformation of the elastic element therein that no mechanical interference occurs during transmission between two intersecting shafts, and at the same time, it can compensate for the relative displacement between the two shafts, and it has the ability of buffering and damping vibration, even if the two shafts connected by the flexible coupling 6 are not on the same axis or have a large included angle between the two axes, the flexible coupling 6 can still transmit torque, absorb impact load in the transmission system, and damp torsional vibration.
The embodiment of the utility model provides a still provide a vehicle, including foretell transmission shaft 100, its embodiment is as above, and this is no longer repeated again.
The embodiment of the utility model provides a transmission shaft 100, through set up damping bush 18 in intermediate support 4, and set up a bump absorber 17 in two mounting holes 22 of intermediate support 4 respectively, a structure is simple, can show the vibration noise problem that reduces the rotatory in-process production of transmission shaft 100, and the vibration energy of the in-process production of traveling of effective absorption transmission shaft 100, promote transmission system's NVH performance, and be connected through constant velocity ball cage universal joint 3 between primary shaft 2 and the secondary shaft 5, the transmission efficiency of transmission shaft 100 has been improved.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the details of the above embodiments, and the technical concept of the present invention can be within the scope of the present invention, and can be modified to various simple variants, and these simple variants all belong to the protection scope of the present invention. The various features described in the foregoing detailed description may be combined in any suitable manner without departing from the scope of the invention. In order to avoid unnecessary repetition, the present invention does not separately describe various possible combinations.
Claims (8)
1. A transmission shaft comprises a first universal joint (1), a first shaft (2), a second universal joint (3), an intermediate support (4), a second shaft (5) and a flexible coupling (6), wherein one end of the first shaft (2) is connected with the first universal joint (1), the other end of the first shaft (2) is connected with the second universal joint (3), one end of the second shaft (5) is connected with the second universal joint (3), the other end of the second shaft (5) is connected with the flexible coupling (6), the intermediate support (4) is installed on the second universal joint (3), the transmission shaft is characterized in that the intermediate support (4) comprises an outer support (12), a damping bush (18) and a bearing (16) which are sequentially arranged from outside to inside, the damping bush (18) is arranged between the outer support (12) and the bearing (16), the middle support (4) is fixed at the output end of the second universal joint (3), the outer support (12) is provided with a plurality of mounting holes (22), and each mounting hole (22) is internally provided with a shock absorption block (17).
2. A propeller shaft as claimed in claim 1, characterised in that the damping bush (18) is connected to the bearing (16) by an interference fit.
3. A propeller shaft according to claim 2 in which the damping bush (18) comprises an outer ring (13), damping material (14) and an inner ring (15) arranged from the outside to the inside, the outer ring (13), damping material (14) and inner ring (15) being of vulcanised integral construction.
4. A propeller shaft as claimed in claim 3, wherein the damping material (14) is a rubber material.
5. A propeller shaft according to claim 1, in which the number of mounting holes (22) is two and is symmetrically distributed on both sides of the bearing (16).
6. A propeller shaft according to claim 1 in which the second joint (3) is a constant velocity ball cage joint comprising a housing (7), a cage (8), steel balls (9), a star (10) and a spline shaft (11), the cage (8) being disposed between the housing (7) and the star (10), the steel balls (9) being disposed in the cage (8), the spline shaft (11) having an external spline at one end which mates with an internal spline of the star (10) and the housing (7) and spline shaft (11) being axially telescopic, the intermediate carrier (4) being mounted around the other end of the spline shaft (11).
7. A propeller shaft according to claim 1, wherein the first joint (1) is a cross joint, the first joint (1) comprising a flange yoke (19), a cross yoke (20) and a cross joint (21), the flange yoke (19) being connected to the cross yoke (20) via the cross joint (21), the cross yoke (20) being connected to the first shaft (2).
8. A vehicle, characterized by comprising a propeller shaft (100) according to any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920634154.4U CN209888655U (en) | 2019-04-30 | 2019-04-30 | Transmission shaft and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920634154.4U CN209888655U (en) | 2019-04-30 | 2019-04-30 | Transmission shaft and vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN209888655U true CN209888655U (en) | 2020-01-03 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920634154.4U Active CN209888655U (en) | 2019-04-30 | 2019-04-30 | Transmission shaft and vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN209888655U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112648298A (en) * | 2020-12-28 | 2021-04-13 | 奇瑞汽车股份有限公司 | Vehicle transmission |
-
2019
- 2019-04-30 CN CN201920634154.4U patent/CN209888655U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112648298A (en) * | 2020-12-28 | 2021-04-13 | 奇瑞汽车股份有限公司 | Vehicle transmission |
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