CN210978460U

CN210978460U - Rear end transition shell mechanism of longitudinally-arranged transmission

Info

Publication number: CN210978460U
Application number: CN201921279777.0U
Authority: CN
Inventors: 丁万兴; 史英哲
Original assignee: FAW Group Corp
Current assignee: FAW Group Corp
Priority date: 2019-08-08
Filing date: 2019-08-08
Publication date: 2020-07-10
Anticipated expiration: 2029-08-08

Abstract

The utility model belongs to the technical field of automobiles, and discloses a rear end transition shell mechanism of a longitudinally-arranged transmission, which comprises a main shell, a rear end and a rear end, wherein the front end of the main shell is configured to be connected with the transmission; a sub housing having a distal end configured to be connectable to a brake, the distal end of the main housing being connected to a front end of the sub housing; the connecting shaft is at least partially arranged in the middle of the main shell, a first bearing and a second bearing are arranged between the connecting shaft and the main shell, and the front end and the rear end of the connecting shaft are configured to be connected with a transmission output shaft and a brake drum through splines respectively. The utility model has the advantages that: the transmission is matched with the central brake through the transition shell mechanism, the transmission and the central brake do not need to be changed and designed, the mold opening of a complex shell is not needed again, the vehicle transmission carrying the central brake is generalized, and the cost and the development period are reduced.

Description

Rear end transition shell mechanism of longitudinally-arranged transmission

Technical Field

The utility model relates to the field of automotive technology, especially, relate to a indulge and put derailleur rear end transition shell mechanism.

Background

For different requirements of the whole vehicle, the rear end of the transmission is provided with a plurality of schemes of matching a transfer case, a central brake, a direct connection transmission shaft and the like. In order to realize the connection, the prior proposal mostly adopts two ways of changing a transmission shell or a rear end connection assembly (a transfer case or a central brake).

For the mode of changing the transmission shell, because the transmission shell is complicated, a plurality of control oil passages are designed on the transmission shell, and a mould is always required to be newly developed when the shell is newly developed, the method is high in cost and long in period, and because the original structure of a product is changed, new test verification is required, and the development risk is high.

The prior multifunctional transmission (CN106838142A) with a central brake and a power takeoff discloses a clutch shell, a middle shell, a rear shell, an input shaft assembly, an output shaft assembly, a middle shaft assembly, a central brake, a shifting fork shaft assembly, an idle shaft assembly, a gear selecting and shifting mechanism assembly, a clutch, a release bearing and the power takeoff; the front clutch shell, the middle shell and the rear shell are connected and combined into a multifunctional transmission shell of a central brake and a power takeoff through bolts. The structure is used for solving the difficult problems of difficult gear engagement, abnormal sound noise and insufficient safety and stability in braking during ramp parking, but the structure of carrying a central brake behind the whole vehicle transmission is realized by modifying a shell, and the universality of the transmission is poor.

In order to realize the generalization of parts and reduce the cost and the development period, all vehicle types share the same transmission as much as possible. There has been disclosed a transition case (CN205479250U) connecting a transfer case and a transmission, the transition case including a transmission transition case and a transfer case; the transmission transition shell is connected with the transmission; the transfer case transition shell is connected with the transfer case; the transmission transition shell is connected with the transfer case transition shell. The scheme realizes the connection of the transmission and the transfer case by developing a double transition shell, however, the scheme only describes a shell connecting structure and does not relate to an internal structure.

An effective solution to the problems in the related art has not been proposed yet.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a indulge and put derailleur rear end transition shell mechanism to it is relatively poor to solve the derailleur commonality, and it is with high costs to change the gearbox casing, the problem of cycle length.

To achieve the purpose, the utility model adopts the following technical proposal:

a longitudinally disposed transmission rear end transition case mechanism, comprising:

a main housing, a front end of which is configured to be connectable with a transmission;

a sub housing having a distal end configured to be connectable to a brake, the distal end of the main housing being connected to a front end of the sub housing;

the connecting shaft is at least partially arranged in the middle of the main shell, a first bearing and a second bearing are arranged between the connecting shaft and the main shell, and the front end and the rear end of the connecting shaft are configured to be connected with a transmission output shaft and a brake drum through splines respectively.

Preferably, the rear end of the main shell is further provided with an auxiliary shell continuously matched with the main shell, and the auxiliary shell is connected with the main shell through a bolt.

Preferably, the first bearing and the second bearing are both self-lubricating bearings.

Preferably, the front housing of the main housing is further provided with a suspension mounting point.

Preferably, the first bearing is arranged on the front side of the second bearing, a first snap ring and a second snap ring are respectively arranged on two sides of the first bearing, and the second bearing is axially fixed through the main shell and a shaft shoulder of the connecting shaft.

Preferably, the first bearing and the second bearing are axially positioned by a bushing provided between the main housing and the connecting shaft.

Preferably, the front end of the main shell can be connected with the transmission shell through a fastening bolt, and the front end of the connecting shaft can be in spline coupling with the transmission output shaft.

Preferably, the rear end of the sub-housing is capable of contacting a housing of the brake, and the rear end of the sub-housing is connected to the brake by a screw.

Preferably, a continuously transitional conical transition portion is formed between the front end and the rear end of the main housing.

Preferably, the smaller end of the main shell extends towards the inner cavity of the transition part to form a cylindrical tongue body, and the inner wall of the cylindrical tongue body is nested in the first bearing and the second bearing.

The utility model has the advantages that: the speed changer is matched with the central brake through the transition shell mechanism, the speed changer and the central brake do not need to be changed and designed, and the complex shell does not need to be opened again; the main and auxiliary shells and the connecting shaft can be designed with end faces adaptively according to the boundaries of the transmission and the central brake, so that the vehicle transmission carrying the central brake is generalized, and the cost and the development period are reduced.

Drawings

Fig. 1 is a half sectional view of a rear end transition shell mechanism of a longitudinally arranged transmission according to a first embodiment of the invention;

fig. 2 is an exploded view of a rear transition shell mechanism of a longitudinally arranged transmission according to a first embodiment of the present invention;

fig. 3 is a schematic structural diagram of a main housing and an auxiliary housing of a rear-end transition housing mechanism of a longitudinally-arranged transmission according to a first embodiment of the present invention;

fig. 4 is a schematic structural diagram of a connecting shaft of a rear end transition shell mechanism of a longitudinally-arranged transmission according to a second embodiment of the present invention;

fig. 5 is a partial exploded view of the first bearing joint of the rear end transition shell mechanism of the longitudinally arranged transmission according to the second embodiment of the present invention.

In the figure:

1. a first bearing; 2. a main housing; 3. a first snap ring; 4. a second bearing; 5. a sub-housing; 6. a screw; 7. a connecting shaft; 8. a bolt; 9. a second snap ring.

Detailed Description

The present invention will be described in further detail with reference to the accompanying drawings and examples. It is to be understood that the specific embodiments described herein are merely illustrative of the invention and are not limiting of the invention. It should be further noted that, for the convenience of description, only some of the structures related to the present invention are shown in the drawings, not all of the structures.

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

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

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

Example one

See fig. 1 and fig. 2, the utility model provides a indulge and put derailleur rear end transition shell mechanism, including the main casing body 2, locate the connecting axle 7 at main casing body 2 middle part, be equipped with first bearing 1 on the connecting axle 7, second bearing 4, be connected through first bearing 1 and second bearing 4 between the main casing body 2 and the connecting

axle

7, 7 rear ends of connecting axle and brake drum spline hookups, 2 front ends of main casing body and derailleur casing pass through fastening bolt and are connected, 7 front ends of connecting axle and the hookup of derailleur output shaft spline.

The toper transition portion that forms continuous transition between the front end of the main casing body and the rear end, wherein the front end and the rear end of the main casing body are cylindricly, and the rear end diameter of the main casing body is less than the diameter of main casing body front end, the rear end of the main casing body extends to the transition portion inner chamber and forms the cylindric tongue body, the first bearing 1 of cylindric tongue body inner wall nestification, second bearing 4, be equipped with the boss on the tongue body inner wall, the boss distributes respectively at first bearing 1, the front side of second bearing 4, be used for fixing a position first bearing 1 and second bearing 4, the right side of first bearing 1 and second bearing 4 still is provided with the shaft shoulder that the cooperation boss respectively with first bearing 1 and the block of second bearing 4 on connecting axle 7, in order to prevent first bearing 1 and second bearing 4 along axial float.

As an alternative, the first bearing 1 and the second bearing 4 may also be axially positioned by means of bushings provided between the main housing 2 and the connecting shaft 7.

Referring to fig. 3, the rear end of the main housing 2 is further provided with an auxiliary housing 5 continuously matched with the main housing 2, the auxiliary housing 5 and the main housing 2 are fixedly connected through a bolt 8, the rear end of the auxiliary housing 5 is in contact with and continuously matched with the housing of the brake, the rear end of the auxiliary housing 5 is connected with the brake through a screw 6, the shape of the auxiliary housing 5 can be flexibly designed according to the shape of the housing of the brake, and for a part of central brakes, the auxiliary housing 5 is omitted if a single housing can meet structural connection requirements.

The procapsid of main casing body 2 still is equipped with butterfly connecting piece as the suspension mounting point, realizes borrowing of suspension point, and the installation face level of suspension mounting point sets up, conveniently installs, and butterfly connecting piece can also consolidate main casing body 2 simultaneously, and wherein the decision such as length, quality, usage and the mounting means of the number of suspension points according to power assembly.

Example two

Referring to fig. 4 and 5, on the basis of the above embodiment, the first bearing 1 and the second bearing 4 are self-lubricating bearings, when a solid lubricant exists between the friction surfaces, they will quickly form a thin soft metal material film on the metal surface during movement, and due to the low shear strength, during sliding, the shear of the adhesion point will occur in the film, and the friction between the metals will become the friction between the solid lubricants, thereby playing a role of reducing friction. The self-lubricating bearing also has good wear resistance, small friction coefficient and long service life; static and dynamic friction coefficients are similar, and crawling at low speed can be eliminated, so that the working precision of machinery is ensured; the device can be matched with a thin-wall structure with light weight, and can reduce the mechanical volume.

The front side of the first bearing 1 is provided with a second clamping ring 9 in close contact, the rear side of the first bearing 1 is provided with a first clamping ring 3 in close contact, the second clamping ring 9 is embedded into an annular groove formed in the connecting shaft, the first clamping ring 3 is embedded into the annular groove formed in the inner wall of the tongue body, and the connecting shaft 7 is axially positioned through the first clamping ring 3 and the second clamping ring 9 in cooperation with a shaft shoulder and a boss.

To sum up, the utility model has the advantages of it is following:

1. the front end face of the main shell 2 is adjusted according to the adaptability of a matched speed changer, and the main shell 2 is connected with the speed changer shell through a fastening bolt; the front end of the connecting shaft 7 is connected with the output shaft of the speed changer through a spline, and the front end of the transition shell mechanism is connected with the speed changer. The rear end of the auxiliary shell 5 is connected with a brake through a screw, and the rear end of the connecting shaft 7 is connected with a brake drum spline, so that the rear end of the transition shell mechanism is connected with the central brake. The transmission is matched with the central brake through the transition shell mechanism, the transmission and the central brake do not need to be changed and designed, the mold opening of a complex shell is not needed, and the development cost and the development period are saved;

2. the main shell 2 is provided with suspension mounting points to realize the borrowing of the suspension points;

3. the main and auxiliary shells and the connecting shaft 7 can be designed with end faces adaptively according to the boundaries of the transmission and the central brake, so that the vehicle transmission carrying the central brake is generalized, and the cost and the development period are reduced.

It is obvious that the above embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. Numerous obvious variations, rearrangements and substitutions will now occur to those skilled in the art without departing from the scope of the invention. And are neither required nor exhaustive of all embodiments. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A longitudinally disposed transmission rear end transition shell mechanism, comprising:

a main case (2) whose front end is configured to be connectable with a transmission;

a sub-housing (5) having a distal end configured to be connectable to a brake, the distal end of the main housing (2) being connected to a front end of the sub-housing (5);

the brake drum is characterized by comprising a connecting shaft (7) which is at least partially arranged in the middle of the main shell (2), a first bearing (1) and a second bearing (4) are arranged between the connecting shaft (7) and the main shell (2), and the front end and the rear end of the connecting shaft (7) are configured to be connected with a transmission output shaft and a brake drum through splines respectively.

2. The tandem transmission rear end transition shell mechanism according to claim 1, wherein the auxiliary housing (5) and the main housing (2) are connected through a bolt (8).

3. The tandem transmission rear end transition case mechanism according to claim 1, wherein the first bearing (1) and the second bearing (4) are both self-lubricating bearings.

4. The tandem transmission rear-end transition case mechanism according to claim 1, wherein the front case of the main case (2) is further provided with a suspension mounting point.

5. The longitudinal transmission rear end transition shell mechanism according to any one of claims 1 to 4, characterized in that the first bearing (1) is arranged at the front side of the second bearing (4), a first snap ring (3) and a second snap ring (9) are respectively arranged at two sides of the first bearing (1), the first bearing (1) is axially fixed through the first snap ring (3) and the second snap ring (9), and the second bearing (4) is axially fixed through the main shell (2) and a shaft shoulder of the connecting shaft (7).

6. Longitudinal transmission rear end transition shell mechanism according to any of claims 1-4, characterized in that the first bearing (1) and the second bearing (4) are axially positioned by means of bushings provided between the main housing (2) and the connecting shaft (7).

7. The longitudinally arranged transmission rear end transition shell mechanism according to claim 1, characterized in that the front end of the main shell (2) and the transmission shell can be connected through fastening bolts, and the front end of the connecting shaft (7) can be in spline coupling with a transmission output shaft.

8. The tandem transmission rear end transition case mechanism according to claim 2, wherein the rear end of the sub case (5) can be in contact with the housing of the brake, and the rear end of the sub case (5) can be connected with the brake by a screw (6).

9. The longitudinally arranged transmission rear end transition shell mechanism according to claim 8, characterized in that a continuously transitional conical transition part is formed between the front end and the rear end of the main shell (2).

10. The longitudinally arranged transmission rear end transition shell mechanism according to claim 9, wherein the smaller end of the main shell (2) extends to the inner cavity of the transition part to form a cylindrical tongue body, and the inner wall of the cylindrical tongue body is nested in the first bearing (1) and the second bearing (4).