CN210830127U - Three-section type transmission shaft - Google Patents
Three-section type transmission shaft Download PDFInfo
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- CN210830127U CN210830127U CN201921668785.4U CN201921668785U CN210830127U CN 210830127 U CN210830127 U CN 210830127U CN 201921668785 U CN201921668785 U CN 201921668785U CN 210830127 U CN210830127 U CN 210830127U
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Abstract
The utility model discloses a three-section formula transmission shaft, include the first festival of compriseing front flange fork, preceding welding fork, front axle tube and sleeve pipe fork, by well welding fork, the second festival that central tube and ball cage flange are constituteed to and by the bell-shaped shell end of ball cage, rear axle tube, the third festival that rear welding fork and rear flange fork are constituteed, the weight of transmission shaft is concentrated on the universal joint, and the effort is less between preceding sleeve pipe fork and transfer case, the utility model provides a three-section formula transmission shaft makes natural frequency strengthen, can avoid engine excitation resonance area, reduces the unusual wearing and tearing of transmission shaft, increases transmission shaft rigidity, promotes whole car NVH performance.
Description
Technical Field
The utility model belongs to the technical field of car transmission shaft assembly, in particular to three-section transmission shaft.
Background
The transmission shaft belongs to the automobile transmission system and is an important part for transmitting power of an automobile, and the power output by an engine is transmitted to wheels through a gearbox, the transmission shaft and a drive axle to drive the wheels to rotate. The common passenger car mostly adopts a two-section transmission shaft due to the requirement of the wheel base. For a vehicle with a long wheelbase, if a two-section transmission shaft is adopted, the defects are as follows: the natural frequency of the transmission shaft is low, and the transmission shaft is easy to be excited by an engine to resonate, so that the trembling effect and the rolling are generated, and meanwhile, the abrasion of the transmission shaft is also intensified; the total length of each section is relatively long, the jumping of a single shaft tube is difficult to control, and when the transmission shaft rotates at a high speed, the bending rigidity is insufficient, and the defects of noise, shaking and the like are easily caused due to the influence of unbalance; in order to improve the natural frequency, the diameter of a thickened shaft tube is selected for a part of two-section type transmission shafts, and the problems of reduction of transmission efficiency and difficulty in control of circular runout caused by increase of mass also exist.
Therefore, the long-wheelbase vehicle type is not ideal to use the two-section transmission shaft, so the long-wheelbase vehicle type mostly adopts the three-section transmission shaft, but the existing three-section transmission shaft has the following defects: in a common three-section transmission shaft, two middle supports are positioned on the same section, a front section is not supported, the gravity of the front section is mainly borne by a front sleeve fork, and an output shaft and an oil seal of a transfer case are easily eccentric under the influence of the gravity; the front section has two universal joint swing angles, is relatively loose in structure, and even has the risk of falling off of a front section sleeve fork under severe working conditions. In order to achieve higher transmission efficiency and transmission stability, higher design requirements for the three-section transmission shaft are required.
SUMMERY OF THE UTILITY MODEL
The utility model discloses the technical problem that needs to solve is: the defects of driving stability, transmission shaft service life and the like of a long-wheelbase non-independent suspension commercial vehicle and a passenger vehicle when a two-section transmission shaft is used are overcome.
In order to solve the technical problem, the utility model provides a three-section transmission shaft, which comprises a first section, a second section and a third section,
the first section consists of a front flange fork, a front welding fork, a front axle tube and a sleeve fork;
the second section consists of a middle welding fork, a middle shaft tube and a ball cage flange end;
the third section consists of a ball cage bell-shaped shell end, a rear shaft tube, a rear welding fork and a rear flange fork;
the first section and the second section are respectively placed in the grooves of the two middle supports and are fixed on the vehicle body through the middle supports;
the middle welding fork welding end is connected with the spline shaft welding end at one end of the middle shaft tube and the flange end of the ball cage at the other end of the middle shaft tube in a welding mode;
the welding end of the spline shaft in the bell-shaped shell end of the ball cage is connected with one end of the rear shaft tube, and the other end of the rear shaft tube is connected with the welding end of the rear welding fork in a welding mode;
the front flange fork and the front welding fork, the sleeve fork and the middle welding fork, and the rear welding fork and the rear flange fork are assembled and connected through a cross shaft in the universal joint;
assembling the flange end of the ball cage and the bell-shaped shell end of the ball cage in a ball cage universal joint assembling mode;
the sleeve fork is assembled according to a sleeve fork assembling mode.
As the utility model discloses the further improvement of welding mode, welding mode is two guarantor welds, brazes or friction weld one kind.
As the utility model discloses the further improvement of welding mode, welding mode is friction welding.
As a further improvement of the present invention, a noise-canceling assembly is provided in the front, middle and rear axle tubes.
As a further improvement of the present invention, the component capable of eliminating noise is a noise reduction paper.
As a further improvement of the invention, the component capable of eliminating noise is the impact sound-deadening cotton.
As a further improvement of the present invention, the length of the second section is smaller than the length of the first section and the third section.
As the utility model discloses to the further improvement of cross, the cross adopts the jump ring to carry out spacing fixed.
The utility model discloses beneficial effect:
the utility model provides a three-section transmission shaft has following advantage.
1. The natural frequency is increased, an engine excitation resonance region can be avoided, abnormal abrasion of a transmission shaft is reduced, and NVH (noise, vibration and harshness) performance of the whole vehicle is improved;
2. the requirement on the arrangement space is low, more dependent suspended vehicle types can be matched, and the expansion amount is small under the same road condition;
3. the total length of each section is relatively short, the jumping of a single shaft tube is easy to control, the bending rigidity of the shaft tube can be improved when the transmission shaft rotates at a high speed, the influence of unbalance is reduced, and the problems of noise, shaking and the like are avoided;
4. for solving above-mentioned problem with the thickened central siphon diameter, adopt three-section transmission shaft can effectively promote transmission efficiency and control circle and beat, be applicable to multiple commercial car and passenger car.
Drawings
Fig. 1 is a schematic structural view of a three-section transmission shaft of the present invention, wherein, 1-front flange yoke, 2-front welding yoke, 3-front shaft tube, 4, 8-middle support, 5-sleeve yoke, 6-welding yoke, 7-middle shaft tube, 9-ball cage flange end, 10-ball cage bell housing end, 11-rear shaft tube, 12-rear welding yoke 13-rear flange yoke;
FIG. 2 is a schematic structural view of a conventional three-section transmission shaft;
FIG. 3 is a schematic diagram of the distribution position and stress distribution of a three-section transmission shaft in the prior art;
fig. 4 is a schematic diagram of the distribution position and the stress of the three-section transmission shaft of the present invention.
Detailed Description
The present invention will be described in further detail with reference to the accompanying drawings.
The utility model provides a three-section transmission shaft includes first festival, second festival and third festival, as shown in figure 1. The three-section transmission shaft comprises a first section, a second section and a third section, wherein the first section consists of a front flange fork 1, a front welding fork 2, a front shaft tube 3 and a sleeve fork 5.
The second section consists of a middle welding yoke 6, a bottom bracket tube 7 and a flange end 9 of the ball cage.
The third section consists of a ball cage bell housing end 10, a rear axle tube 11, a rear weld yoke 12 and a rear flange yoke 13.
The first section and the second section are respectively placed in the grooves of the two middle supports 4 and 8 and are fixed on the vehicle body through the middle supports 4 and 8.
The welding end of the middle welding fork 6 is connected with the welding end of the spline shaft of one end of the middle shaft tube 7 and the flange end 9 of the ball cage at the other end of the middle shaft tube 7 in a welding mode. The welding mode can be two-protection welding, brazing and friction welding, and the welding mode is selected according to performance requirements and processing environments in practical application and production.
The welded end of the spline shaft in the bell-shaped shell end 10 of the ball cage is connected with one end of the rear shaft tube 11, and the other end of the rear shaft tube 11 is connected with the welded end of the rear welding fork 12 in a welding mode.
The front flange fork 1 and the front welding fork 2, the sleeve fork 5 and the middle welding fork 6, and the rear welding fork 12 and the rear flange fork 13 are assembled and connected through a cross shaft in the universal joint. The cross shaft is limited and fixed by the clamp spring, so that the cross shaft is fixed and can rotate around the shaft.
Ball cage flange end 9 passes through ball cage universal joint equipment with bell-shaped shell end 10 of ball cage, and the ball cage universal joint generally includes preceding integral key shaft, preceding ball cage universal joint (including the star coat), bell-shaped shell, flange and back integral key shaft, and the equipment mode of ball cage universal joint is: the inner end face of the star sleeve is in contact with a press-fitting step of the front spline shaft, the outer end face of the star sleeve is fixed through a clamp spring to ensure that the star sleeve is firmly installed on the front spline shaft, and the front ball cage universal joint and the front spline shaft which are installed together are pushed into the bell-shaped shell together with balls; the flange sleeve end is pressed into the rear spline shaft assembling end and is in contact with the rear spline shaft press-fitting step, and the rear spline shaft assembling end is fastened by using a nut to ensure that the flange is firmly installed on the rear spline shaft; the outer shell assembling end and the flange assembling end are assembled together in a nut and bolt fastening mode.
The sleeve fork 5 assembles according to the sleeve fork equipment mode, and the sleeve fork generally includes flange fork, sleeve pipe and integral key shaft, and the equipment mode of sleeve fork is: the rear end of the sleeve is pressed into the spline shaft assembling end, the sleeve assembling end face is in contact with the spline shaft press-fitting step, the spline shaft thread end is fastened by using a nut, and the sleeve is firmly arranged on the spline shaft. The flange fork assembly end and the front end of the sleeve are assembled together in a nut and bolt fastening mode.
In addition, in order to reduce noise, the components capable of eliminating noise are arranged in the front axle tube, the middle axle tube and the rear axle tube. The component capable of eliminating noise can be silencing paper or impact silencing cotton.
Compared with the existing common three-section transmission shaft, the existing common three-section transmission shaft is as shown in fig. 2, two middle supports are positioned on the same section, the front section is not provided with a support, the gravity of the front section is mainly born by the front sleeve fork, the transfer case output shaft and the oil seal are easily influenced by the gravity to generate eccentric wear, the utility model discloses a two middle supports of the three-section transmission shaft are positioned in front and in two sections, the gravity of the half of the front section is born by the middle supports, the transfer case output shaft and the oil seal are easily influenced by the gravity to generate small eccentric wear risk, thereby reducing wear and prolonging service life, and the structure can prevent the risk that the front section is separated from under severe working conditions or even possibly occurring.
When loading, the transfer case axis is first festival and generally is 0~3 contained angle with the level, wherein with 0 best, and the intermediate junction is the second festival and generally arranges in parallel with the automobile body.
As shown in fig. 3 and fig. 4, fig. 3 is the working position and force distribution schematic diagram of the existing three-section transmission shaft, and fig. 4 is the working position and force distribution schematic diagram of the three-section transmission shaft of the present invention, because the weight of the transmission shaft is concentrated on the universal joint, the shaft tube is light in weight. Common three-section transmission shaft, its transfer case need provide 2G's holding power for the front sleeve fork, and the utility model discloses a three-section transmission shaft only needs provide 1G's holding power, and the acting force is less between front sleeve fork and transfer case to transfer case output integral key shaft and oil blanket receive the influence of gravity less, and the eccentric wear risk is also less.
The utility model discloses all universal drive can freely choose for use cross axle universal joint or ball cage according to the comprehensive requirement of cost and transmission efficiency, and universal drive's difference is chooseed for use the utility model discloses an alternative scheme.
It will be appreciated by those skilled in the art that changes and modifications may be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is to be protected by the following claims.
Claims (8)
1. A three-section type transmission shaft is characterized by comprising a first section, a second section and a third section,
the first section consists of a front flange fork (1), a front welding fork (2), a front axle tube (3) and a sleeve fork (5);
the second section consists of a middle welding fork (6), a central shaft tube (7) and a flange end (9) of the ball cage;
the third section consists of a ball cage bell-shaped shell end (10), a rear axle tube (11), a rear welding fork (12) and a rear flange fork (13);
the first section and the second section are respectively placed in the grooves of the two middle supports (4 and 8) and are fixed on the vehicle body through the middle supports (4 and 8);
the welding end of the middle welding fork (6) is connected with the welding end of the spline shaft of one end of the middle shaft tube (7) and the flange end (9) of the ball cage at the other end of the middle shaft tube (7) in a welding mode;
the welding end of a spline shaft in the bell-shaped shell end (10) of the ball cage is connected with one end of a rear shaft tube (11), and the other end of the rear shaft tube (11) is connected with the welding end of a rear welding fork (12) in a welding mode;
the front flange fork (1) is assembled and connected with the front welding fork (2), the sleeve fork (5) is assembled and connected with the middle welding fork (6), and the rear welding fork (12) is assembled and connected with the rear flange fork (13) through a cross shaft in the universal joint;
the flange end (9) of the ball cage and the bell-shaped shell end (10) of the ball cage are assembled in a ball cage universal joint assembling mode;
the sleeve fork (5) is assembled according to a sleeve fork assembling mode;
when loading, the first section generally forms an included angle of 0-3 degrees with the horizontal plane.
2. A three-part drive shaft according to claim 1 wherein the welding is one of two-pass welding, brazing or friction welding.
3. A three-part drive shaft according to claim 2 wherein the welding means is friction welding.
4. A three-section propeller shaft according to claim 1, characterised in that components capable of eliminating noise are provided in the front axle tube (3), the middle axle tube (7) and the rear axle tube (11).
5. A three-section drive shaft according to claim 1 wherein the length of the second section is less than the length of the first and third sections.
6. The three-section transmission shaft according to claim 1, wherein the cross shaft is limited and fixed by a snap spring.
7. The three-part drive shaft according to claim 4 wherein the noise dampening component is sound dampening paper.
8. The three-part drive shaft according to claim 4 wherein the noise dampening assembly is a shot noise dampening cotton.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2019207502581 | 2019-05-23 | ||
| CN201920750258 | 2019-05-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN210830127U true CN210830127U (en) | 2020-06-23 |
Family
ID=71256135
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201921668785.4U Active CN210830127U (en) | 2019-05-23 | 2019-10-08 | Three-section type transmission shaft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN210830127U (en) |
-
2019
- 2019-10-08 CN CN201921668785.4U patent/CN210830127U/en active Active
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP03 | Change of name, title or address | ||
| CP03 | Change of name, title or address |
Address after: 266318 No. 1, Luanhe Road, Jiaozhou economic and Technological Development Zone, Qingdao, Shandong Patentee after: Qingdao Jianbang Automobile Technology Co., Ltd Address before: 266300 No. 1 Luanhe Road, Jiaozhou national economic and Technological Development Zone, Qingdao, Shandong Patentee before: Qingdao Jianbang supply chain Co., Ltd |