TWM543797U - Transmission device - Google Patents

Description

transmission

The present invention relates to a transmission device, and more particularly to a transmission device in which a transmission shaft is slidable relative to a transmission gear.

The transfer case is a device that distributes the power of the engine, and can output power to the rear axle or simultaneously to the front/rear axle. As the car is driving, it will twist. The twisting causes the relative position of the input and output ends of the drive shaft to change continuously. These position changes may damage the drive shaft. Therefore, power transmission is generally performed by providing a telescopic joint between two universal joints. That is, a telescopic joint and a double universal joint are arranged on the transmission shaft to absorb the rotational displacement of the transmission shaft caused by the vehicle running through the double universal joint, and absorb the axial displacement of the transmission shaft caused by the vehicle running through the expansion joint. . In this way, it is possible to avoid the damage of the transmission shaft caused by the rotational displacement and the axial displacement.

However, when the above design is adopted, it is difficult to effectively shorten the overall length of the transmission shaft, and therefore it cannot be applied to a vehicle with a short wheelbase, and an additional expansion joint is required to additionally increase the cost of the transmission shaft.

The present invention provides a transmission device for solving the problem that the rotational displacement and the axial displacement cause the destruction of the transmission shaft and the overall length of the transmission shaft is difficult to be effectively shortened.

The transmission device disclosed in one embodiment of the present invention includes a power source, a gear box and a transmission assembly. The gearbox includes an input gear and an output gear. The output gear is powered to the input gear. The transmission assembly includes a first transmission shaft, a double cross shaft assembly and a second transmission shaft. The double cross coupling assembly connects the first transmission shaft and the second transmission shaft, and the first transmission shaft is connected to the power source. The second drive shaft is threaded and engaged with the input gear, and the second drive shaft is displaceable relative to the input gear along the axial direction of the input gear.

According to the transmission device of the above embodiment, the second transmission shaft can be displaced relative to the input gear along the axial direction of the input gear, and the two cross connectors can be coupled through the coupler, thereby effectively shortening the length of the transmission assembly, thereby allowing the transmission to be Used in vehicles with short wheelbase.

The above description of the present invention and the following description of the embodiments are intended to illustrate and explain the principles of the present invention and to provide a further explanation of the scope of the present application.

Please refer to Figure 1. Figure 1 is a plan view of the transmission.

As shown in FIG. 1, the first developed transmission 1 includes a power source 20, a transmission assembly 26, and a gearbox 42. The transmission assembly 26 engages the power source 20 and the gearbox 42. In detail, the power source 20 includes an engine 22 and a gearbox 24. Gearbox 24 is power coupled to engine 22. The transmission assembly 26 includes a first transmission shaft 28, a second transmission shaft 30, a third transmission shaft 32, a fourth transmission shaft 34, a cross joint 36, a telescopic member 38, and another cross joint 40. The first drive shaft 28 is coupled to the gearbox 24. The second drive shaft 30 is coupled to the first drive shaft 28 via a cross joint 36. The third transmission shaft 32 is coupled to the second transmission shaft 30 through the telescopic member 38. The fourth drive shaft 34 is coupled to the third drive shaft 32 through another cross joint 40.

Gearbox 42 includes a housing 44, an input gear 46, and two bearings 48. The fourth transmission shaft 34 is inserted into the casing 44. The input gear 46 is sleeved and fixed to the fourth transmission shaft 34. The two bearings 48 are sleeved on the fourth drive shaft 34, and the input gear 46 is located between the two bearings 48.

The cross joint 36 is for allowing a rotational margin in one of the rotational directions of the first transmission shaft 28 and the second transmission shaft 30. The cross joint 40 is for the purpose of the other rotation direction between the third transmission shaft 32 and the fourth transmission shaft 30. The telescopic member 38 is for the axial downward sliding margin between the second transmission shaft 30 and the third transmission shaft 32. Thereby, when the rotational displacement and the axial displacement occur between the power source 20 and the gear box 42, the cross joints 36, 40 and the telescopic member 38 can absorb the rotational displacement and the axial displacement, thereby avoiding damage to the drive shaft. Although the configuration of the transmission device 1 can avoid the destruction of the transmission shaft, it is difficult to effectively shorten the length of the transmission device 1. In view of this, the inventor set out to develop another transmission component 2 (please refer to FIG. 2 for details), in addition to avoiding damage to the transmission shaft, and effectively shortening the length of the transmission device 1.

Please refer to Figure 2. 2 is a schematic plan view of a transmission device according to a first embodiment of the present invention.

The transmission device 2 of the embodiment is disposed in a vehicle casing 5 and includes a power source 100, a gear box 200 and a transmission assembly 300. The power source 100 includes, for example, an engine 110 and a gearbox 120. The engine 110 and the gearbox 120 are rearwardly aligned by the front end of the vehicle, and the transmission 120 is dynamically coupled to the engine 110.

The transmission assembly 300 includes a first transmission shaft 310, a double cross shaft assembly 320, and a second transmission shaft 330. The first transmission shaft 310 is coupled to the gearbox 120 of the power source 100.

Please refer to Figure 2 and Figure 3. 3 is a perspective view of the coupler of FIG. 2. The double cross coupling assembly 320 includes a front cross joint 321, a coupler 322, and a rear cross joint 323. One end of the front cross joint 321 is mounted on the shaft yoke of the first transmission shaft 310. One end of the rear cross joint 323 is mounted on the shaft yoke of the second transmission shaft 330. The other ends of the front cross joint 321 and the rear cross joint 323 are respectively assembled on both sides of the coupler 322 to engage the double cross joint assembly 320 with the first drive shaft 310 and the second drive shaft 330. Thereby, the front cross joint 321 can be rotated and displaced relative to the rear cross joint 323, for example, in the direction indicated by the arrow a and the arrow b, respectively, to absorb the rotational displacement occurring between the power source 100 and the gear box 200. The coupler 322 includes a first bonding block 3221 and a second bonding block 3222. The long sides of the first bonding block 3221 are, for example, orthogonal to the long sides of the second bonding block 3222. The coupler 322 has a shaft hole 3223 extending through the first joint block 3221 and the second joint block 3222. Further, the first bonding block 3221 has a plurality of coupling holes 3221a to be combined with the front cross joint 321 by, for example, a screw. The second bonding block 3222 has a plurality of coupling holes 3222a to be grouped with the rear cross joint 323, for example, by screws.

It should be noted that, in the above embodiment, the front cross connector 321 and the rear cross connector 323 are coupled through the coupler 322, but are not limited thereto.

The gearbox 200 includes a housing 210, an input gear 220, a connecting gear 230, an output gear 240, an output shaft 250, and a plurality of bearings 260, 270, 280. The second transmission shaft 330 is inserted into the casing 210. The input gear 220 is sleeved and fixed to the second transmission shaft 330, and each of the opposite sides of the input gear 220 has a sleeve protrusion 221 . The two bearings 260 are mounted on the casing 210, and the two bearings 260 are respectively sleeved on the two sleeve projections 221 to rotatably mount the input gear 220 in the casing 210. The connecting gear 230 is engaged with the input gear 220, and each of the opposite sides of the engaging gear 230 has a pivoting protrusion 231. The two bearings 270 are fixed to the box body 210 and are respectively sleeved on the two pivoting protrusions 231 so that the connecting gear 230 is rotatably mounted in the box body 210. The output gear 240 is meshed with the engagement gear 230, and each of the opposite sides of the output gear 240 has a boss protrusion 241. The two bearings 280 are fixed to the casing 210 and respectively sleeved on the two sleeve projections 241 to rotatably mount the output gears 240 in the casing 210. The output shaft 250 is inserted and fixed to the output gear 240 to rotate the output shaft 250 along with the output gear. In the present embodiment, the output gear 240 is indirectly meshed with the input gear 220 through the engagement gear 230. However, it is not limited thereto. In other embodiments, the output gear can also directly mesh with the input gear. Further, the number of teeth of the input gear 220 of the present embodiment is, for example but not limited to, the number of teeth different from the output gear 240.

Taking the bearing 260 and the input gear 220 as an example, since the bearings 260 are respectively sleeved on the boss protrusions 221 of the input gear 220, the projections of the bearing 260 and the input gear 220 on the second transmission shaft 330 overlap and can be reduced. The axial length of the gearbox 200. Similarly, the bearing 270 and the bearing 280 respectively pass through the pivoting protrusion 231 that is sleeved on the engaging gear 230. The sleeve projection 241 of the output gear 240 reduces the axial length of the gear case 200, thereby further reducing the volume of the gear case 200.

Please refer to Figure 2 and Figure 4. 4 is a perspective view of the second transmission shaft and the input gear of FIG. 2. In the present embodiment, the second transmission shaft 330 is displaceable relative to the input gear 220 in the axial direction of the input gear 220 (in the direction indicated by the arrow c). Specifically, the second transmission shaft 330 and the input gear 220 respectively have a first bolt structure 331 and a second bolt structure 222. The first pin groove structure 331 and the second pin groove structure 222 are, for example, matched bolt groove shafts and bolt grooves. The first pinch structure 331 is slidably engaged with the second pinch structure 222 such that the second drive shaft 330 drives the input gear 220 to rotate, and the second drive shaft 330 can be along the axial direction of the input gear 220 (as indicated by the arrow c) The direction indicated is slipped to absorb axial displacement between the power source 100 and the gearbox 200.

In the present embodiment, the gearbox 200 further includes two seals 290. These bearings 260 are located between the two seals 290. The seal 290 is, for example, an oil seal and is pressed against the second drive shaft 330 to avoid leakage of lubricating oil.

In this embodiment, the second transmission shaft 330 passes through the casing 210 and protrudes from the casing 210 at both ends. Thereby, the single-side contact between the second transmission shaft 330 and the input gear 220 can be avoided, thereby reducing the occurrence of wear.

In the present embodiment, the transmission 2 further includes a stop member 295. The stopper member 295 is disposed on the second transmission shaft 330 and located on a side of the casing 210 away from the power source 100. The stop member 295 is configured to abut against the side of the casing 210 away from the power source 100 to prevent the second transmission shaft 330 from being disengaged from the casing 210.

According to the transmission device of the above embodiment, the second transmission shaft system can be input along the second transmission shaft The axial displacement of the gear relative to the input gear and the coupling of the two cross joints through the coupler can effectively shorten the length of the transmission assembly, thereby allowing the transmission to be applied to vehicles with short wheelbase.

In addition, by changing the bearing to the flange of the gear, the axial length of the transmission is further shortened by sacrificing a slight radial space.

Although the present invention has been described above in terms of the preferred embodiments thereof, it is not intended to limit the present invention, and it is intended that those skilled in the art can make some modifications and refinements without departing from the spirit and scope of the present invention. The scope of the new patent protection shall be subject to the definition of the scope of the patent application attached to this specification.

1‧‧‧Transmission

20‧‧‧Power source

22‧‧‧ Engine

24‧‧‧Transmission

26‧‧‧Transmission components

28‧‧‧First drive shaft

30‧‧‧Second drive shaft

32‧‧‧ Third drive shaft

34‧‧‧fourth drive shaft

36‧‧‧cross joint

38‧‧‧Flexible members

40‧‧‧cross joint

42‧‧‧ Gearbox

44‧‧‧ cabinet

46‧‧‧ input gear

48‧‧‧ bearing

2‧‧‧Transmission

5‧‧‧ car shell

100‧‧‧Power source

110‧‧‧ engine

120‧‧‧Transmission

200‧‧‧ gearbox

210‧‧‧ cabinet

220‧‧‧ input gear

221‧‧‧Sleeve convex

222‧‧‧Second bolt structure

230‧‧‧Connected gear

231‧‧‧ pivoting convex

240‧‧‧ Output gear

241‧‧‧Shaft sleeve

250‧‧‧ Output shaft

260, 270, 280‧ ‧ bearings

290‧‧‧Seal

295‧‧‧stop members

300‧‧‧Transmission components

310‧‧‧First drive shaft

320‧‧‧Double cross coupling assembly

321‧‧‧Front cross connector

322‧‧‧ Coupler

3221‧‧‧ first joint block

3221a‧‧‧Multiple bonding holes

3222‧‧‧Second junction block

3222a‧‧‧Combination hole

3223‧‧‧Axis hole

323‧‧‧ rear cross connector

330‧‧‧Second drive shaft

331‧‧‧First bolting structure

Figure 1 is a plan view of the transmission. 2 is a schematic plan view of a transmission device according to a first embodiment of the present invention. 3 is a perspective view of the coupler of FIG. 2. 4 is a perspective view of the second transmission shaft and the input gear of FIG. 2.

2‧‧‧Transmission

5‧‧‧ car shell

100‧‧‧Power source

110‧‧‧ engine

120‧‧‧Transmission

200‧‧‧ gearbox

210‧‧‧ cabinet

220‧‧‧ input gear

221‧‧‧Sleeve convex

230‧‧‧Connected gear

231‧‧‧ pivoting convex

240‧‧‧ Output gear

241‧‧‧Shaft sleeve

250‧‧‧ Output shaft

260, 270, 280‧ ‧ bearings

290‧‧‧Seal

295‧‧‧stop members

300‧‧‧Transmission components

310‧‧‧First drive shaft

320‧‧‧Double cross coupling assembly

321‧‧‧Front cross connector

322‧‧‧ Coupler

323‧‧‧ rear cross connector

330‧‧‧Second drive shaft

Claims (11)

A transmission device comprising: a power source; a gearbox including an input gear and an output gear, the output gear is dynamically coupled to the input gear; and a transmission assembly including a first drive shaft and a double cross shaft And a second transmission shaft that engages the first transmission shaft and the second transmission shaft, the first transmission shaft is coupled to the power source, and the second transmission shaft is bored and meshed with the input gear And the second transmission shaft is displaceable relative to the input gear along an axial direction of the input gear. The transmission device of claim 1, wherein the double cross coupling assembly comprises a front cross joint and a rear cross joint, and one end of the front cross joint is mounted on the first transmission shaft. One end of the rear cross joint is mounted on the second transmission shaft. The transmission device of claim 2, wherein the double cross shaft assembly further comprises a coupler, and the other ends of the front cross joint and the rear cross joint are respectively assembled on both sides of the coupler. The transmission device of claim 1, wherein the input gear and the second transmission shaft respectively have a first bolt structure and a second bolt structure, and the first bolt structure is along the input gear The axially slipping engagement of the second pin groove structure. The transmission device of claim 1, wherein the gearbox further comprises a casing, a connecting gear, an output shaft and a plurality of bearings, the bearings are mounted on the casing, and the second transmission The shaft is disposed on the casing and the bearings, and the input gear is sleeved on the second transmission shaft. The engagement gear is engaged with the input gear, and the output gear is mounted on the output shaft and meshed with the engagement gear. The transmission device of claim 5, wherein the opposite sides of the input gear each have a sleeve protrusion, and the corresponding two bearings are respectively sleeved on the two sleeve protrusions. The transmission device of claim 5, wherein the opposite sides of the output gear each have a sleeve protrusion, and the corresponding two bearings are respectively sleeved on the two sleeve protrusions. The transmission device of claim 5, wherein the opposite sides of the connecting gear each have a pivoting convex portion, and the corresponding two bearings are respectively sleeved on the two pivoting convex portions. The transmission device of claim 5, wherein the gearbox further comprises two seals, the bearings being located between the two seals. The transmission device of claim 5, wherein the second transmission shaft extends through the casing, and the opposite ends of the second transmission shaft protrude from the casing. The transmission device of claim 5, further comprising a stop member mounted on the second transmission shaft and located on a side of the housing away from the power source.