CN210240498U - Transmission shaft anti-disengaging structure - Google Patents
Transmission shaft anti-disengaging structure Download PDFInfo
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- CN210240498U CN210240498U CN201920957401.4U CN201920957401U CN210240498U CN 210240498 U CN210240498 U CN 210240498U CN 201920957401 U CN201920957401 U CN 201920957401U CN 210240498 U CN210240498 U CN 210240498U
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- shaft
- transmission shaft
- ring
- insertion hole
- propeller shaft
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 57
- 238000003780 insertion Methods 0.000 claims abstract description 44
- 230000037431 insertion Effects 0.000 claims abstract description 44
- 230000004048 modification Effects 0.000 description 3
- 238000012986 modification Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 230000004323 axial length Effects 0.000 description 1
- 238000005452 bending Methods 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 239000007769 metal material Substances 0.000 description 1
- 230000000149 penetrating effect Effects 0.000 description 1
- 230000002265 prevention Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
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- Snaps, Bayonet Connections, Set Pins, And Snap Rings (AREA)
Abstract
The utility model provides a transmission shaft anti-disengaging structure. The anti-drop structure of the transmission shaft comprises the transmission shaft, a transmission gear embedded with the transmission shaft and a stop ring which is arranged on the transmission shaft and consists of an elastic component, wherein an annular ring groove extending along the circumferential direction is formed on the outer surface of the base end part of the transmission shaft, the transmission gear is provided with a shaft insertion hole for inserting the base end part of the transmission shaft, the stop ring is arranged in the ring groove, when the stop ring is positioned outside the shaft insertion hole, the distance between at least one part of the stop ring and the center of the transmission shaft is larger than the inner diameter of the shaft insertion hole, when the transmission shaft is seen from the axial direction, the stop ring is approximately C-shaped, and the stop ring is arranged on the transmission shaft in a state that the end edges and the middle parts of two end parts. Based on the structure, when the transmission shaft is inserted into the shaft insertion hole of the side gear, the stop ring arranged on the transmission shaft is easy to generate elastic reducing deformation.
Description
Technical Field
The utility model relates to a transmission shaft anti-disengaging structure for preventing transmission shaft of gomphosis on the drive gear of vehicle from coming off along the axial.
Background
In general, a vehicle is provided with a differential device for distributing a driving force transmitted from a power source such as an engine via a transmission to left and right wheels. Inside the differential device, a pinion gear for transmitting a driving force from the engine, and a left side gear and a right side gear that mesh with the pinion gear are provided. The pair of right and left propeller shafts are arranged such that the base ends thereof are spline-fitted to the left side gear and the right side gear, respectively, and the tip ends thereof are fixedly connected to the wheels, respectively. This allows the driving force transmitted to the pinion gear to be transmitted to the left and right wheels through the side gears.
Generally, a convex stripe is formed on an outer surface of a base end portion of the propeller shaft, a shaft insertion hole is formed on the side gear, and a concave stripe is formed on an inner surface of the shaft insertion hole. When the base end part of the transmission shaft is inserted into the shaft insertion hole of the side gear, the convex stripe on the transmission shaft is embedded with the concave stripe on the side gear. Thus, as the side gears rotate in the circumferential direction, the drive shaft also rotates in the circumferential direction.
In addition, the drive shaft is provided with a retaining structure for preventing the drive shaft from axially disengaging from the side gear. Fig. 4 is a schematic view showing a propeller shaft retaining structure 70 according to a conventional example, and shows a radial cross section of a propeller shaft 71. As shown in fig. 4, a stopper ring 72 made of an elastic member is attached to a base end portion of the propeller shaft 71. The stopper ring 72 has a maximum outer diameter larger than the inner diameter of the shaft insertion hole 74 of the side gear 73 in a state where it is not applied with an external force. However, when the base end portion of the drive shaft 71 is inserted into the shaft insertion hole 74 of the side gear 73, the stopper ring 72 is elastically deformed and reduced in diameter after contacting the side gear 73, and the stopper ring 72 is allowed to enter the shaft insertion hole 74. Thereafter, the drive shaft 71 is inserted further into the side gear 73, and the snap ring 72 is passed out of the shaft insertion hole 74. After the shaft insertion hole 74 is released (i.e., the external force applied thereto disappears), the snap ring 72 is deformed to expand and return to its original state. At this time, the portion of the stopper ring 72 having the outer diameter larger than the inner diameter of the shaft insertion hole 74 abuts against the opening end edge of the shaft insertion hole 74, and the transmission shaft 71 is prevented from moving toward the opposite side to the insertion direction. This prevents the transmission shaft 71 from coming off the side gear 73 in the axial direction.
However, in the propeller shaft retaining structure 70 according to the conventional example, the stopper ring 72 is not easily deformed to be elastically reduced in diameter after contacting the side gear 73. Therefore, the work of inserting the drive shaft 71 into the shaft insertion hole 74 or extracting the drive shaft 71 from the shaft insertion hole 74 is difficult, and if the force is too large, the stopper ring 72 is detached from the drive shaft 71.
Specifically, as shown in fig. 4, the substantially C-shaped stopper ring 72 is in contact with the transmission shaft 71 at three points, i.e., a inflection point 72A at a middle portion in the longitudinal direction thereof and two positioning points 72B near both end portions in the longitudinal direction thereof. In a state where the stopper ring 72 is attached to the transmission shaft 71, two farthest distance points 72C farthest from the center of the transmission shaft 71 are located between the inflection point 72A and the positioning point 72B, respectively. Thus, when the transmission shaft 71 is inserted into the shaft insertion hole 74, the two farthest points 72C of the stopper ring 72, which are first in contact with the side gear 73, are respectively subjected to external forces acting radially inward. However, since the length from the inflection point 72A, which is the fulcrum of the stopper ring 72, to each farthest point 72C is short, the moment generated by the external force acting on each farthest point 72C is small. Therefore, the stopper ring 72 is less likely to bend and deform about the inflection point 72A as a fulcrum, that is, less likely to elastically deform in diameter reduction.
SUMMERY OF THE UTILITY MODEL
In order to solve the above technical problem, an object of the present invention is to provide a transmission shaft anti-disengaging structure, in which an elastic reducing deformation is easily generated in a snap ring installed on a transmission shaft when the transmission shaft is inserted into a shaft insertion hole of a side gear.
As a technical solution to solve the above technical problem, the present invention provides a transmission shaft anti-disengaging structure, including a transmission shaft, a transmission gear fitted to the transmission shaft, and a stopper ring installed on the transmission shaft and including an elastic member, wherein the transmission shaft is configured to have an annular ring groove formed on an outer surface of a base end portion thereof and extending in a circumferential direction, the transmission gear has a shaft insertion hole for inserting the base end portion of the transmission shaft, the stopper ring is installed in the ring groove, and when the stopper ring is located outside the shaft insertion hole, a distance between at least a part of the stopper ring and a center of the transmission shaft is greater than an inner diameter of the shaft insertion hole, the transmission shaft anti-disengaging structure characterized in that: the stopper ring is substantially C-shaped when viewed from the axial direction of the drive shaft, and is attached to the drive shaft in a state where three portions, namely, end edges of both end portions and a middle portion in the longitudinal direction of the stopper ring, are in contact with the bottom of the ring groove.
The utility model discloses an above-mentioned transmission shaft anti-disengaging structure's advantage lies in, because the check ring of approximate C font is installed on the transmission shaft with the terminal edge of two tip of its length direction and the state of this three position of middle part and the bottom contact of annular, so, the check ring of installation on the transmission shaft produced elasticity undergauge deformation easily when inserting the transmission shaft in the axle jack of side gear.
Additionally, in the above-mentioned anti-disengaging structure for transmission shaft of the present invention, preferably, the stopper ring is installed in the ring groove, and the distance between the farthest position farthest from the center of the transmission shaft and the end edge of the two end portions is smaller than the distance between the farthest position and the middle portion. With this structure, when the drive shaft is inserted into the shaft insertion hole of the side gear, the stopper ring attached to the drive shaft is more likely to elastically deform in diameter reduction.
In the above-described transmission shaft disengagement prevention structure, the stopper ring is preferably configured such that, when viewed in the axial direction of the transmission shaft, both ends of the stopper ring in the longitudinal direction are curved toward the bottom of the ring groove in an arc shape. With this configuration, the drive shaft is inserted into the shaft insertion hole of the side gear without being obstructed by both end portions of the stopper ring.
In the present invention, the base end portion of the transmission shaft is an end portion of the transmission shaft inserted into the shaft insertion hole of the transmission gear.
Drawings
Fig. 1 is a schematic cross-sectional view showing a propeller shaft retaining structure according to an embodiment of the present invention.
Fig. 2 is a schematic sectional view showing a section on the line a-a in fig. 1.
Fig. 3 is a schematic cross-sectional view corresponding to fig. 2 showing another embodiment of the present invention.
Fig. 4 is a schematic cross-sectional view corresponding to fig. 2 showing a propeller shaft retaining structure of a conventional example.
Detailed Description
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
Anti-falling structure for transmission shaft
Fig. 1 is a schematic sectional view showing a propeller shaft retaining structure 1 according to the present embodiment. As shown in fig. 1, the drive shaft retaining structure 1 includes a side gear 2 (transmission gear), a drive shaft 3, and a snap ring 4.
The side gear 2 serves to distribute the driving force of a pinion (not shown) to the left and right wheels. As shown in fig. 1, the side gear 2 is, for example, a bevel gear, and includes a tooth portion 5 formed on an outer surface thereof, a shaft insertion hole 6 penetrating in an axial direction thereof, and a concave stripe 7 formed on an inner surface of the shaft insertion hole 6 and recessed outward in a radial direction. The pair of left and right side gears 2 having this configuration are respectively provided inside a differential device provided in a vehicle, not shown, and are respectively meshed with pinion gears provided inside the differential device. This allows the driving force transmitted from the power source such as the engine to the pinion to be distributed to the left and right side gears 2.
The propeller shaft 3 serves to transmit the driving force of the side gear 2 to the wheels. As shown in fig. 1, the drive shaft 3 has a convex stripe 8 and a ring groove 9.
The convex stripes 8 are fitted to the concave stripes 7 on the side gear 2, so that as the side gear 2 rotates in the circumferential direction, the drive shaft 3 also rotates in the circumferential direction. The convex stripe 8 is formed to protrude radially outward on the outer surface of the axial base end portion of the propeller shaft 3. The height of the projecting ridges 8 in the radial direction and the intervals in the circumferential direction correspond to the groove depth of the recessed ridges 7 of the side gear 2 and the intervals in the circumferential direction, respectively. In addition, the axial length of the male streaks 8 is longer than that of the female streaks 7. Here, the "base end portion" refers to an end portion of the propeller shaft 3 on the side inserted into the shaft insertion hole 6 of the side gear 2; the "distal end portion" refers to an end portion on the opposite side to the proximal end portion in the axial direction.
The ring groove 9 is a mounting point of the snap ring 4 on the drive shaft 3. As shown in fig. 1, the ring groove 9 is formed in an annular shape extending in the circumferential direction on the outer surface of the axial base end portion of the propeller shaft 3. In addition, the convex stripe 8 is divided into two parts by the ring groove 9 in the axial direction. The groove width and the groove depth of the ring groove 9 are set such that the cross section of the ring groove 9 is slightly larger than the cross section of the snap ring 4.
The pair of left and right propeller shafts 3 are provided such that axial base ends thereof are inserted into shaft insertion holes 6 of the pair of left and right side gears 2, respectively, inside a differential device (not shown), and convex streaks 8 formed on outer surfaces thereof are fitted into concave streaks 7 formed on inner surfaces of the shaft insertion holes 6. Although not shown, the axial front end portions of the pair of left and right propeller shafts 3 are fixedly connected to left and right wheels, respectively. Thereby, the torque of the pair of left and right side gears 2 is transmitted to the left and right wheels via the propeller shaft 3.
The stopper ring 4 prevents the base end portion of the propeller shaft 3 from coming off the side gear 2 in the axial direction. The snap ring 4 is a substantially C-shaped member made of an elastically deformable metal material or the like. The stopper ring 4 is manufactured by, for example, bending a steel bar or press-forming a plate. The opening width of the snap ring 4 (i.e., the distance between the end edges of the two end portions in the longitudinal direction facing each other across the opening) is smaller than the diameter of the ring groove 9 (bottom portion) of the drive shaft 3, i.e., the size of the snap ring 4 is set to a size such that the snap ring 4 does not plastically deform when the snap ring 4 is fitted into the ring groove 9.
Fig. 2 is a schematic sectional view showing a section on the line a-a in fig. 1. As shown in fig. 2, both end portions 4A in the longitudinal direction of the snap ring 4 are formed in a shape curved in an arc toward the bottom of the ring groove 9 so that both end portions 4A do not cause interference when the propeller shaft 3 is inserted into the shaft insertion hole 6 of the side gear 2.
The snap ring 4 having the above-described structure can be fitted into the ring groove 9 of the propeller shaft 3 by elastically deforming the opening portion thereof to be widened. As shown in fig. 2, in a state where the substantially C-shaped stopper ring 4 is fitted in the ring groove 9, three portions, i.e., a inflection point of the middle portion 4B in the longitudinal direction and end edges of the two end portions 4A in the longitudinal direction, are in contact with the bottom of the ring groove 9, and the outer portions thereof are spaced apart from the bottom of the ring groove 9. Further, the farthest positions (i.e., the two farthest distance points 4C) of the snap ring 4, which are farthest from the center of the drive shaft 3, are close to the two end portions 4A of the snap ring 4, and a line connecting the two farthest distance points 4C is located above the center of the drive shaft 3 (here, the middle position 4B is taken as being below). Thereby, portions of the snap ring 4 mounted in the ring groove 9 near the respective farthest distance points 4C protrude toward the outside of the ring groove 9, respectively. That is, the distance between the portion protruding outside the ring groove 9 and the center of the drive shaft 3 is larger than the inner diameter of the shaft insertion hole 6 of the side gear 2.
< technical Effect >
Next, the technical effects of the propeller shaft retaining structure 1 of the present embodiment will be described.
With the above-described propeller shaft retaining structure 1, when the axial base end portion of the propeller shaft 3 is inserted into the shaft insertion hole 6 of the side gear 2, the portion of the stopper ring 4 attached to the inside of the ring groove 9 of the propeller shaft 3 that protrudes outside the ring groove 9 comes into contact with the opening portion of the shaft insertion hole 6. As a result, the snap ring 4, which is acted upon by the side gear 2, is elastically deformed so as to be radially inwardly reduced in diameter, and the entire snap ring is received in the annular groove 9, so that the snap ring 4 is inserted into the shaft insertion hole 6.
Thereafter, the drive shaft 3 is inserted deeper into the shaft insertion hole 6, and when the ring groove 9 reaches the outside of the shaft insertion hole 6, the snap ring 4 is passed out of the shaft insertion hole 6, thereby being free from the constraint of the side gear 2, i.e., the force applied thereto disappears. Thus, the stopper ring 4 is elastically deformed radially outward, and returns to the state before the external force acts thereon. That is, the stopper ring 4 is in a state in which portions centered on the two farthest distance points 4C protrude outside the ring groove 9. In this way, the portion of the snap ring 4 protruding outside the ring groove 9 abuts against the axially outer end edge of the opening of the shaft insertion hole 6, and the movement of the propeller shaft 3 toward the axially front end side can be restricted. This prevents the propeller shaft 3 from coming off the side gear 2 in the axial direction.
The stopping ring 4 mounted in the ring groove 9 is located at the two farthest points 4C, which are the farthest points from the center of the drive shaft 3. Thus, when the drive shaft 3 is inserted into the shaft insertion hole 6 of the side gear 2, the two farthest distance points 4C on the stopper ring 4 contact the side gear 2 first, so that the two farthest distance points 4C are subjected to the external force acting toward the radially inner side, respectively. Three portions, i.e., a inflection point of the middle portion 4B of the stopper ring 4 attached to the ring groove 9 and end edges of the two end portions 4A in the longitudinal direction, are in contact with the bottom of the ring groove 9. Since the two farthest distance points 4C are located close to the two end portions 4A, respectively, the distance between the intermediate portion 4B as a fulcrum and each farthest distance point 4C is long in the stopper ring 4. Therefore, the moment acting on each farthest distance point 4C is large, and the snap ring 4 is easily bent about the intermediate portion 4B as a fulcrum to be elastically deformed to be reduced in diameter.
< modification example >
The technical scope of the present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims. For example, the following modifications may be adopted as embodiments of the present invention.
In the above embodiment, the convex portion of the drive shaft 3 is formed as the convex stripe 8 extending over the entire area in the circumferential direction, and the concave portion of the side gear 2 is formed as the concave stripe 7 extending over the entire area in the circumferential direction. However, the manner of transmitting the driving force of the side gear 2 to the propeller shaft 3 is not limited to this. For example, although not shown, the protruding portion of the propeller shaft 3 may be formed as a spline that protrudes outward in the radial direction at a predetermined portion of the outer surface; at the same time, the concave portion of the side gear 2 may be configured as a key groove that is recessed radially outward at a predetermined portion of the inner surface of the shaft insertion hole 6, and the spline and the key groove may be fitted to each other.
In the above embodiment, the snap ring 4 is formed in a C-shape, and when the intermediate portion 4B is located downward in a state of being attached to the propeller shaft 3, a line connecting the two farthest points 4C is located above the center of the propeller shaft 3. However, the present invention is not limited thereto, and fig. 3 shows a schematic cross-sectional view of the snap ring 10 of another embodiment of the present invention. As shown in fig. 3, the snap ring 10 is formed in a C-shape, and when the intermediate portion 10B in the longitudinal direction is downward in a state where the snap ring 10 is attached to the propeller shaft 3, a line connecting two farthest points 10C is located below the center of the propeller shaft 3. Further, the stopper ring 10 is also configured such that the distance between each farthest point 10C and the middle portion 10B in the longitudinal direction is longer than the distance between each farthest point 10C and both end portions 10A in the longitudinal direction, and thus a sufficiently long distance can be secured between the middle portion 10B and each farthest point 10C, and the stopper ring 10 can be easily elastically deformed to be reduced in diameter.
Claims (3)
1. A propeller shaft disengagement preventing structure including a propeller shaft, a transmission gear fitted to the propeller shaft, and a stopper ring made of an elastic member and attached to the propeller shaft, wherein the propeller shaft is configured such that an annular ring groove extending in a circumferential direction of the propeller shaft is formed in an outer surface of a proximal end portion of the propeller shaft, the transmission gear has a shaft insertion hole into which the proximal end portion of the propeller shaft is inserted, the stopper ring is attached to the ring groove, and when the stopper ring is located outside the shaft insertion hole, a distance between at least a portion of the stopper ring and a center of the propeller shaft is greater than an inner diameter of the shaft insertion hole, the stopper ring comprising:
the stopper ring is substantially C-shaped when viewed from the axial direction of the drive shaft, and is attached to the drive shaft in a state where three portions, namely, end edges of both end portions and a middle portion in the longitudinal direction of the stopper ring, are in contact with the bottom of the ring groove.
2. The anti-drop structure of a transmission shaft according to claim 1, wherein:
and under the state that the stop ring is installed in the ring groove, the distance between the farthest part on the stop ring, which is farthest away from the center of the transmission shaft, and the end edges of the two end parts is smaller than the distance between the farthest part and the middle part.
3. The propeller shaft thread-off preventing structure of claim 1 or 2, wherein:
the stopper ring is configured such that, when viewed in the axial direction of the drive shaft, both ends in the longitudinal direction of the stopper ring are curved in an arc shape toward the bottom of the ring groove.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920957401.4U CN210240498U (en) | 2019-06-24 | 2019-06-24 | Transmission shaft anti-disengaging structure |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201920957401.4U CN210240498U (en) | 2019-06-24 | 2019-06-24 | Transmission shaft anti-disengaging structure |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210240498U true CN210240498U (en) | 2020-04-03 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201920957401.4U Active CN210240498U (en) | 2019-06-24 | 2019-06-24 | Transmission shaft anti-disengaging structure |
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| Country | Link |
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| CN (1) | CN210240498U (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111677733A (en) * | 2020-06-19 | 2020-09-18 | 徐州徐工基础工程机械有限公司 | Ring-buckle type pin shaft anti-drop assembly for engineering machinery |
-
2019
- 2019-06-24 CN CN201920957401.4U patent/CN210240498U/en active Active
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111677733A (en) * | 2020-06-19 | 2020-09-18 | 徐州徐工基础工程机械有限公司 | Ring-buckle type pin shaft anti-drop assembly for engineering machinery |
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