CN219339193U

CN219339193U - Large-angle transmission device for vehicle

Info

Publication number: CN219339193U
Application number: CN202223431528.3U
Authority: CN
Inventors: 李炯; 秦康; 刘亮; 张明辉; 徐威; 汪旭东; 张苗
Original assignee: Sanjiang Volat Special Vehicle Co ltd
Current assignee: Sanjiang Volat Special Vehicle Co ltd
Priority date: 2022-12-20
Filing date: 2022-12-20
Publication date: 2023-07-14
Anticipated expiration: 2032-12-20

Abstract

The utility model discloses a large-angle transmission device for a vehicle, which comprises an engine final stage transmission, a speed changer, an upper transmission shaft, a transfer case, an axle main speed reducer, a hub, wheels, a lower front double-ten-thousand-section transmission shaft and a lower rear double-ten-thousand-section transmission shaft, wherein the engine final stage transmission is connected with the speed changer, the speed changer is connected with the transfer case through the upper transmission shaft, and the transfer case is respectively connected with the front axle main speed reducer and the rear axle main speed reducer through the lower front double-ten-thousand-section transmission shaft and the lower rear double-ten-thousand-section transmission shaft, and the axle main speed reducer is connected with the hub. According to the transfer case, the transfer case is lifted by increasing the angle of the transmission shaft, so that the lower space is reserved, and the requirement of vehicle mounting equipment is met; in order to avoid the overlarge angle of the transmission shaft, the transmission power is reduced, the high-temperature failure is easy to generate at the universal joint, and the position of the transfer case is raised and the torque of power transmission is ensured by adopting a special mode of combining and applying the transfer case with the duplex universal joint transmission shaft, so that the problem of high temperature of the universal joint is avoided, and the maximized space utilization of a vehicle can be realized.

Description

Large-angle transmission device for vehicle

Technical Field

The utility model relates to the technical field of vehicles, in particular to a large-angle transmission device for a vehicle.

Background

For a vehicle with a drive type of 4×4 or other driving modes with a plurality of sets of wheels in front and rear, the transmission system is a power system for enabling the vehicle to generate driving force, and as shown in fig. 1, the transmission system comprises an engine final drive 1, a transmission 2, a transmission shaft 3, a transfer case 4, an axle final drive 5, a hub 6, wheels and the like. Because the distance between the transmission and the rear-end axle is long and the height is inconsistent, in order to meet the transmission requirement, a universal joint transmission shaft is generally adopted to transmit power, and the included angles of the two ends of the transmission shaft universal joint are generally required to be equal, the full-load static state is not more than 4 degrees and not more than 7 degrees at maximum. The transmission shaft angle is smaller, so that the transfer case is lower in arrangement position, occupies the space between the vehicle and the front and rear wheels, and cannot meet the use requirement of mounting working equipment in the middle of the vehicle on vehicles with special function requirements.

Disclosure of Invention

In view of the above, the present utility model provides a vehicle wide-angle transmission device, which forms a wide-angle power transmission output by lifting a transfer case, and provides more space and use possibility for the lower part of a vehicle frame.

In order to achieve the above purpose, the utility model adopts the following technical scheme:

the utility model provides a vehicular large-angle transmission, includes engine final stage transmission, derailleur, upper drive shaft, transfer case, axle main reducer, wheel hub and wheel, the preceding twenty-first ten thousand section transmission shafts down, the twenty-first second ten thousand section transmission shafts down, the derailleur is connected in engine final stage transmission, and the derailleur passes through upper drive shaft and connects the transfer case, and the transfer case is respectively through preceding twenty-first ten thousand section transmission shafts down, the preceding axle main reducer of ten-second ten thousand section transmission shafts connection, back axle main reducer, wheel hub and wheel are connected to the axle main reducer.

Preferably, the rotation angle of the lower front double-ten-thousand-section transmission shaft and the lower rear double-ten-thousand-section transmission shaft is 25 degrees.

Preferably, the upper transmission shaft adopts a single-section transmission shaft, and the maximum allowable input angle is not more than 16 degrees.

Preferably, the upper transmission shaft adopts a duplex universal joint transmission shaft.

As a preferable mode of the above scheme, the transfer case adopts a double-gear transfer case, the high gear torque up ratio is 1.249, and the low gear torque up ratio is 1.92.

Due to the structure, the utility model has the beneficial effects that:

according to the utility model, the transfer case is lifted by increasing the angle of the transmission shaft, so that the lower space is reserved, and the requirement of vehicle mounting equipment is met; in order to avoid the overlarge angle of the transmission shaft, the transmission power is reduced, the high-temperature failure is easy to generate at the universal joint, and the position of the transfer case is raised and the torque of power transmission is ensured by adopting a special mode of combining and applying the transfer case with the duplex universal joint transmission shaft, so that the problem of high temperature of the universal joint is avoided, and the maximized space utilization of a vehicle can be realized.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present utility model, the drawings that are required to be used in the description of the embodiments will be briefly described below.

FIG. 1 is a schematic diagram of a prior art transmission system;

FIG. 2 is a schematic diagram of the structure of the present utility model;

FIG. 3 is a front view of FIG. 2;

fig. 4 is a schematic structural view of the transfer case of the present utility model.

Detailed Description

The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

As shown in fig. 2 to 4, the present embodiment provides a large-angle transmission device for a vehicle, which comprises an engine final drive 1, a transmission 2, an upper transmission shaft 3, a transfer case 4, an axle main speed reducer 5, a hub and wheels 6, a lower front twenty-thousand-section transmission shaft 7, a lower rear twenty-thousand-section transmission shaft 8 and the like, wherein the engine final drive 1 is connected with the transmission 2, the transmission 2 is connected with the transfer case 4 through the upper transmission shaft 3, the transfer case 4 is respectively connected with the front axle main speed reducer 5 and the rear axle main speed reducer 5 through the lower front twenty-thousand-section transmission shaft 7 and the lower rear twenty-thousand-section transmission shaft 8, and the axle main speed reducer 5 is connected with the hub and the wheels 6.

In the embodiment, the lower front double-ten-thousand-section transmission shaft 7 and the lower rear double-ten-thousand-section transmission shaft 8 both adopt the prior art, and the double-universal-joint part consists of two groups of single universal joints and a ball cage; specifically, the duplex universal joint is composed of two groups of single universal joints, a cross joint with a centering function is arranged between the joint yoke 1 and the joint yoke 2, when the two end ten joints are in angles, the two pairs of universal joints can generate approximately equal included angles through the centering of the ball head and the ball bowl seat on the middle ten joints, so that constant-speed transmission is realized, and the equal included angles are decomposed into two equal small included angles. The maximum angle of the lower front transmission shaft and the lower rear transmission shaft can reach 25 degrees, but as the transmission shafts with twenty-thousand joints are used, the actual working angle of each single universal joint is 12.5 degrees after the angles are distributed through the double joints, and therefore the problem that the service life of the transmission shafts is seriously influenced due to the fact that the transmission shafts are too large in angle is solved. The duplex universal joint allows a larger included angle between shafts, has the advantages of simple structure, convenient manufacture, reliable operation and the like, and has the defect that the torque is reduced at a high rotating speed.

In this embodiment, the upper transmission shaft 3 adopts a common single-section transmission shaft, and the maximum allowable input angle is not greater than 16 degrees, so that the upper transmission shaft can normally transmit and can maintain a larger output torque. The upper drive shaft 3 may also use a double universal joint drive shaft to increase the drive angle of the head shaft, if necessary.

In the present embodiment, the transfer case 4 adopts a double-gear transfer case 4, the high gear torque ratio is 1.249, and the low gear torque ratio is 1.92 (a larger speed ratio can be produced by improving the arrangement of gear shafts in the case of the transfer case 4 and changing the number of teeth of the gears). When the vehicle needs to run at a high speed, the transfer case 4 is engaged in a high gear, the torque is reduced, the output rotating speed is improved, and the high-speed running requirement can be met; when the vehicle works, the transfer case 4 is in low gear, the torque is improved, the rotating speed is reduced, the working requirement can be met, and the overload of the transmission shaft of the duplex universal joint can be avoided.

The above is only a preferred embodiment of the present utility model, and is not intended to limit the present utility model, but various modifications and variations can be made to the present utility model by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present utility model should be included in the protection scope of the present utility model.

Claims

1. The utility model provides a vehicle wide-angle transmission which characterized in that: the automobile engine comprises an engine final stage transmission, a speed changer, an upper transmission shaft, a transfer case, an axle main speed reducer, a hub, wheels, a lower front double-ten-thousand-section transmission shaft and a lower rear double-ten-thousand-section transmission shaft, wherein the engine final stage transmission is connected with the speed changer, the speed changer is connected with the transfer case through the upper transmission shaft, the transfer case is respectively connected with the front axle main speed reducer and the rear axle main speed reducer through the lower front double-ten-thousand-section transmission shaft and the lower rear double-ten-thousand-section transmission shaft, and the axle main speed reducer is connected with the hub and the wheels.

2. A vehicular wide-angle transmission according to claim 1, characterized in that: the maximum rotation angle of the lower front double-ten-thousand-section transmission shaft and the lower rear double-ten-thousand-section transmission shaft is 25 degrees.

3. A vehicular wide-angle transmission according to claim 1, characterized in that: the upper transmission shaft adopts a single-section transmission shaft, and the maximum allowable input angle is not more than 16 degrees.

4. A vehicular wide-angle transmission according to claim 1, characterized in that: the upper transmission shaft adopts a duplex universal joint transmission shaft.

5. A vehicular wide-angle transmission according to claim 1, characterized in that: the transfer case adopts a double-gear transfer case, the high gear torque increasing ratio of the transfer case is 1.249, and the low gear torque increasing ratio of the transfer case is 1.92.