A drive shaft intermediate support assembly and drive shaft system

Abstract

The utility model provides a kind of intermediate support assembly in transmission shaft and transmission shaft system, belong to vehicle transmission technical field, including intermediate support, the both ends of intermediate support are connected with one telescopic transmission shaft respectively through universal joint, the end of telescopic transmission shaft away from intermediate support is connected with one universal joint, intermediate support and telescopic transmission shaft at its both ends as a whole, cancel the use of intermediate transmission shaft, and then cancel intermediate transmission shaft assembly line and relevant dynamic balancing etc. Device, reduce production investment, simultaneously under the cooperation of universal joint and telescopic transmission shaft, realize angle and length adjustment, to avoid vehicle matching design error, manufacturing and processing error and assembly error, reduce the abnormal wear of intermediate support assembly, only adopt telescopic transmission shaft, effectively reduce the type of transmission shaft, conducive to the management of product, simultaneously because of being able to carry out angle and length adjustment, connecting frame only needs to design one or several sizes, effectively reduce cost.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle transmission, in particular to a transmission shaft intermediate support assembly and a transmission shaft system. BACKGROUND

[0002] The transmission shaft is a high-speed rotating body with few supports. The transmission shaft is an important component for transmitting power in the automobile transmission system. It works together with the gearbox and drive axle to transmit power from the engine to the wheels, so as to generate driving force for the automobile. In order to improve the critical speed of the transmission shaft, avoid resonance, and consider the overall layout of the vehicle, generally 2 to 3 transmission shafts are arranged for the truck and dump truck. At this time, the intermediate support of the transmission shaft is needed.

[0003] In the current design scheme, the intermediate support of the transmission shaft is generally assembled at the output end of the intermediate transmission shaft. For example, the patent document with the publication number CN211054921U discloses a transmission shaft intermediate support connecting structure, which includes an adjusting hanger, a rotating shaft hanger, and an intermediate support piece. The intermediate support piece is connected to the rotating shaft hanger, and the transmission shaft is rotatably connected to the intermediate support piece. The rotating shaft hanger is connected to the adjusting hanger, and the adjusting hanger is connected below the vehicle frame cross beam.

[0004] The existing transmission shaft intermediate support connecting structure has the intermediate support connecting structure assembled at the output end of the intermediate transmission shaft. This method contains the intermediate transmission shaft assembly process, which is complex and has high cost. The size of the adjusting hanger is easily affected by the changes in the vehicle frame height, suspension height, and drive axle input flange position, and needs to be designed in multiple sizes, which increases the processing, procurement, and storage costs. In addition, design and assembly errors are prone to occur. In addition, due to the influence of vehicle matching design errors, manufacturing and processing errors, and assembly errors, the intermediate transmission shaft is often subjected to additional torque after being installed on the vehicle, which leads to abnormal wear of the intermediate support assembly. SUMMARY

[0005] To solve the technical problems of the existing intermediate support connecting structure assembled at the output end of the intermediate transmission shaft, the assembly process is complex and has high cost, and the size of the hanger is affected by the changes in the vehicle frame height, suspension height, and drive axle input flange position, which leads to multiple sizes of the hanger, difficult management, and prone to design and assembly errors, the present application provides a transmission shaft intermediate support assembly and a transmission shaft system.

[0006] The technical scheme of the present application is as follows:

[0007] The application provides a transmission shaft intermediate support assembly, which comprises an intermediate support installed on a vehicle frame cross beam, and two telescopic transmission shafts connected with the intermediate support through universal joints respectively at two ends of the intermediate support, and the universal joints are connected with the telescopic transmission shafts away from the intermediate support; the intermediate support and the telescopic transmission shafts at two ends of the intermediate support are integrated as a whole, the use of an intermediate transmission shaft is cancelled, and then the intermediate transmission shaft assembly line and related dynamic balancing equipment are cancelled, so that the production investment is reduced; meanwhile, the angle and length are adjusted through the cooperation of the universal joints and the telescopic transmission shafts, so that the whole vehicle matching design error, manufacturing and processing error and assembly error can be avoided, the abnormal wear of the intermediate support assembly is reduced, only the telescopic transmission shaft is used, the types of the transmission shafts are effectively reduced, the product management is facilitated, and since the angle and length can be adjusted, only one or several sizes of the connecting frame need to be designed, and the cost is effectively reduced.

[0008] Preferably, the intermediate support comprises a first connecting flange, a second connecting flange and a buffer seat, the first connecting flange and the second connecting flange both comprise an insertion part, the insertion parts of the first connecting flange and the second connecting flange are inserted together in the buffer seat and are connected with bearings in the buffer seat, the first connecting flange and the second connecting flange are axially fixed through connecting bolts and compression nuts, so that the first connecting flange and the second connecting flange are installed in the buffer seat with bearings, have the power transmission capacity and can also play a buffering role.

[0009] Preferably, the first connecting flange comprises a first flange plate and a first insertion part fixedly connected, the second connecting flange comprises a second flange plate and a second insertion part fixedly connected, the second insertion part is inserted in the first insertion part, the outer wall of the first insertion part is connected with the bearings in the buffer seat, the connecting bolts pass through the inside of the second insertion part and are connected with the compression nuts, the insertion parts are arranged, so that the first connecting flange and the second connecting flange can transmit power between them, the connection of the connecting flange with the bearings and the buffer disc is ensured, the overall structure is compact, and the occupation of the vehicle chassis installation space is reduced.

[0010] Preferably, the first insertion part and the second insertion part are both provided with first anti-skid grooves on the inner walls, and the relative rotation between the two insertion parts can be limited through the cooperation of the first anti-skid grooves, so as to ensure the effectiveness of power transmission.

[0011] Preferably, the end of the second insertion part and the inner wall position of the second insertion part contacting the first flange plate are both provided with second anti-skid grooves, the relative rotation between the two can be limited through the cooperation of the second anti-skid grooves, and the effectiveness of power transmission is effectively ensured through the first anti-skid grooves and the second anti-skid grooves.

[0012] Preferably, the first flange plate and the second flange plate are connected with the universal joint, and the surfaces of the first flange plate and the second flange plate are provided with third anti-skid grooves to increase the friction between the universal joint and the flange plates, cooperate with the use of bolts, and ensure the connection firmness of the universal joint and the corresponding flange plate and the effectiveness of power transmission.

[0013] Preferably, the buffer seat comprises a support and a buffer disc, the support is connected with the frame cross beam through a connecting frame, the buffer disc is installed on the support, a bearing is arranged in the bearing seat, the two ends of the bearing are sequentially provided with a retainer and a dustproof ring, the bearing seat is arranged in the buffer disc, the dustproof ring is used for blocking large dust and particles for the maintenance-free deep groove ball bearing, and the retainer is used for limiting the axial position of the maintenance-free deep groove ball bearing.

[0014] Preferably, the buffer seat comprises a support and a buffer disc, the support is connected with the frame cross beam through a connecting frame, the buffer disc is installed on the support, a bearing is arranged in the bearing seat, the two ends of the bearing are sequentially provided with a retainer and a dustproof ring, the bearing seat is arranged in the buffer disc, the buffer disc, the support and the bearing seat are fixedly connected, the buffer disc, the support and the bearing seat are fixedly connected to avoid the relative movement between the buffer disc, the support and the bearing seat, and the abrasion of the buffer disc, and the buffer disc plays a role in buffering and vibration isolation when the vehicle jumps.

[0015] Preferably, the first mounting hole and the second mounting hole are circular hole structures, the risk of abnormal stress of the buffer disc caused by improper assembly of the long circular hole structure is effectively avoided, and the overall service life of the intermediate support assembly is improved.

[0016] The application also provides a transmission shaft system, which comprises an intermediate support assembly and a plurality of transmission shafts, the intermediate support is fixedly connected with the frame cross beam through a connecting frame, and the two ends of the intermediate support are connected with the transmission shafts through an elastic transmission shaft.

[0017] Through the above technical scheme, the application has the following advantages:

[0018] 1. The intermediate support and the telescopic transmission shaft at both ends thereof are an integral whole, the use of the intermediate transmission shaft is cancelled, and further the intermediate transmission shaft assembly line and related dynamic balancing equipment are cancelled, the production investment is reduced, and meanwhile under the cooperation of the universal joint and the telescopic transmission shaft, the adjustment of the angle and the length is realized, so that the whole vehicle matching design error, the manufacturing and processing error and the assembly error can be avoided, the abnormal wear of the intermediate support assembly is reduced, only the telescopic transmission shaft is used, the types of the transmission shafts are effectively reduced, the management of the products is facilitated, and meanwhile due to the adjustment of the angle and the length, the connecting frame only needs to be designed in one or several sizes, and the cost is effectively reduced.

[0019] 2. The first connecting flange and the second connecting flange are connected through the plug-in part, the plug-in part is provided, so that the power transmission between the first connecting flange and the second connecting flange can be realized, and meanwhile the connection of the connecting flange with the bearing and the buffer disc is ensured, the overall structure is compact, and the occupation of the vehicle chassis installation space is reduced.

[0020] 3. The inner wall of the first plug-in part and the outer wall of the second plug-in part are both provided with the first anti-skid groove, the end of the second plug-in part and the inner wall position of the second flange disc contacting the end of the second plug-in part are both provided with the second anti-skid groove, the relative rotation between the first plug-in part and the second plug-in part can be limited through the cooperation of the anti-skid grooves, and the effectiveness of the power transmission is effectively ensured. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical solutions of the present application, the drawings needed to be used in the description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0022] Figure 1 It is a perspective structural schematic view of the intermediate support assembly of the transmission shaft according to one or more embodiments of the present application.

[0023] Figure 2 It is a cross-sectional structural schematic view of the intermediate support assembly of the transmission shaft according to one or more embodiments of the present application.

[0024] Figure 3 It is a whole structural schematic view of the intermediate support according to one or more embodiments of the present application.

[0025] Figure 4 It is an exploded structural schematic view of the intermediate support according to one or more embodiments of the present application.

[0026] Figure 5 It is a cross-sectional structural schematic view of the intermediate support according to one or more embodiments of the present application.

[0027] Figure 6 Fig. 3 is a sectional view of a bearing according to one or more embodiments of the present application;

[0028] Figure 7 Fig. 4 is a sectional view of a bearing according to one or more embodiments of the present application; Figure 6 Fig. 5 is a sectional view of a bearing according to one or more embodiments of the present application;

[0029] Figure 8 Fig. 6 is a sectional view of a bearing according to one or more embodiments of the present application;

[0030] Figure 9 Fig. 7 is a sectional view of a bearing according to one or more embodiments of the present application;

[0031] The components represented by the reference numerals in the drawings are as follows:

[0032] 1, frame crossbeam; 2, connecting frame; 21, first mounting hole; 22, weight-reducing groove; 3, intermediate support; 31, first connecting flange; 311, first plug-in portion; 32, second connecting flange; 321, second plug-in portion; 33, buffer seat; 331, support; 3311, second mounting hole; 332, buffer disc; 333, bearing; 3331, box-type combined sealing unit; 334, dustproof ring; 335, check ring; 336, pressing plate; 337, bearing seat; 34, connecting bolt; 35, pressing nut; 36, first anti-skid groove; 37, second anti-skid groove; 38, third anti-skid groove; 4, first telescopic transmission shaft; 41, first universal joint; 42, first telescopic spline pair; 5, second telescopic transmission shaft; 51, second universal joint; 52, second telescopic spline pair. DETAILED DESCRIPTION

[0033] In order to make the objectives, features and advantages of the present application more obvious and easy to understand, the technical solutions in the present application will be described clearly and completely below in conjunction with the drawings in the specific embodiments. Obviously, the embodiments described below are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present patent, all other embodiments obtained by those of ordinary skill in the art without creative labor fall within the scope of protection of the present patent.

[0034] Embodiment 1

[0035] In a typical embodiment of the present application, as shown in Figures 1-9As shown, a transmission shaft intermediate support assembly is proposed, which comprises an intermediate support 3, a first telescopic transmission shaft 4 and a second telescopic transmission shaft 5, one end of the intermediate support 3 is connected with the first telescopic transmission shaft 4 through a connecting flange, the other end of the intermediate support 3 is connected with the second telescopic transmission shaft 5 through a connecting flange, the intermediate support 3 is fixedly connected with the vehicle frame cross beam 1 through the connecting frame 2, and the two ends of the intermediate support 3 are respectively connected with the transmission shaft system of the vehicle through the first telescopic transmission shaft 4 and the second telescopic transmission shaft 5, the intermediate support 3, the first telescopic transmission shaft 4 and the second telescopic transmission shaft 5 are used as a whole, the use of the intermediate transmission shaft is cancelled, and then the intermediate transmission shaft assembly line and related dynamic balancing equipment are cancelled, the production investment is reduced, such as Figure 2 As shown, the two ends of the first telescopic transmission shaft 4 are respectively connected with the transmission shaft system and the intermediate support 3 through the first universal joint 41, the two ends of the second telescopic transmission shaft 5 are respectively connected with the transmission shaft system and the intermediate support 3 through the second universal joint 51, and the first telescopic transmission shaft 4 can adjust the length through the first telescopic spline pair 42 itself, and the second telescopic transmission shaft 5 can also adjust the length through the second telescopic spline pair 52 itself, so that the angle and the length are adjusted under the cooperation of the universal joint and the telescopic spline pair, so as to avoid the whole vehicle matching design error, manufacturing and processing error and assembly error, only the telescopic transmission shaft is used, the types of transmission shafts are effectively reduced, which is beneficial to the management of products, and the connecting frame 2 only needs to be designed with one or several sizes, so as to effectively reduce the cost.

[0036] As shown in the figure, Figures 3-5 As shown, the intermediate support 3 comprises a first connecting flange 31, a second connecting flange 32, a buffer seat 33, a connecting bolt 34 and a compression nut 35, the first connecting flange 31 and the second connecting flange 32 both contain plug-in parts, the plug-in parts of the first connecting flange 31 and the second connecting flange 32 are plugged together in the buffer seat 33 and are connected with the bearing 333 in the buffer seat 33, at the same time, the first connecting flange 31 and the second connecting flange 32 are axially fixed together through the connecting bolt 34 and the compression nut 35, as shown in the figure, Figure 2 As shown, the first connecting flange 31 is connected with the first telescopic transmission shaft 4 through the first universal joint 41, the second connecting flange 32 is connected with the second telescopic transmission shaft 5 through the second universal joint 51, and the first connecting flange 31 and the second connecting flange 32 are connected with the transmission system through the first telescopic transmission shaft 4 and the second telescopic transmission shaft 5.

[0037] As shown in the figure, Figure 4As shown, the first connecting flange 31 comprises a first flange plate and a first inserting part 311, the first inserting part 311 is a hollow columnar structure, the first inserting part 311 is fixedly connected with the first flange plate by welding or integral molding, the first inserting part 311 is coaxially arranged with the first flange plate, and the first inserting part 311 has a through hole allowing the installation of the connecting bolt 34 at the center position of the first flange plate; the second connecting flange 32 comprises a second flange plate and a second inserting part 321, the second inserting part 321 is a hollow columnar structure, the second inserting part 321 is fixedly connected with the second flange plate by welding or integral molding, the second inserting part 321 is coaxially arranged with the second flange plate, and the second inserting part 321 has a through hole allowing the installation of the connecting bolt 34 at the center position of the second flange plate.

[0038] As shown in the drawings, Figure 5 the inner diameter of the first inserting part 311 is the same as the outer diameter of the second inserting part 321, the second inserting part 321 is inserted into the first inserting part 311, the outer wall of the first inserting part 311 is connected with the bearing 333 in the buffer seat 33, and the connecting bolt 34 passes through the inside of the second inserting part 321 and is threadedly connected with the compression nut 35.

[0039] As shown in the drawings, Figure 4 and Figure 5 the inner wall of the first inserting part 311 and the outer wall of the second inserting part 321 are both provided with a first anti-skid groove 36, the first anti-skid groove 36 is arranged along the circumferential direction of the corresponding inserting part and extends along the axial direction of the corresponding inserting part, the first anti-skid groove 36 cooperates between the first inserting part 311 and the second inserting part 321 to limit the relative rotation therebetween and ensure the effectiveness of power transmission; the end of the second inserting part 321 and the inner wall position of the second inserting part 321 contacting the first flange plate are both provided with a second anti-skid groove 37, so as to limit the relative rotation therebetween through the cooperation of the second anti-skid groove 37, and the arrangement of the first anti-skid groove 36 and the second anti-skid groove 37 effectively ensures the effectiveness of power transmission.

[0040] It can be understood that in other embodiments, the first anti-skid groove 36 and the second anti-skid groove 37 can also be provided as transmission teeth and the like, as long as they can ensure that the first connecting flange 31 and the second connecting flange 32 can perform efficient power transmission, and specific limitations are not made here.

[0041] The first flange plate and the second flange plate are both connected with the universal joint, and the surfaces of the first flange plate and the second flange plate are both provided with a third anti-skid groove 38, as shown in the drawings, Figure 4As shown, bolt holes for bolt mounting are formed on the first flange plate and the second flange plate, and third anti-skid grooves 38 are arranged on the periphery of the bolt holes of the first flange plate and the second flange plate to increase the friction with the universal joint, cooperate with the use of bolts, and ensure the connection firmness of the universal joint and the corresponding flange plate and the effectiveness of power transmission.

[0042] The buffer seat 33 comprises a support 331, a buffer disc 332, a bearing 333, a dustproof ring 334, a check ring 335, a pressing plate 336 and a bearing seat 337. The support 331 serves to support the whole assembly and is connected with the frame cross beam 1 through the connecting frame 2. Figure 8 As shown, the support 331 is in a U-shaped structure, and a second mounting hole 3311 is formed at the top end of the support 331. The second mounting hole 3311 is a circular hole structure for bolt mounting, and the support 331, the pressing plate 336 and the connecting frame 2 are fixedly connected together through bolts. The bearing 333 is installed in the bearing seat 337 and is fixedly installed on the support 331 through the bearing seat 337. The buffer disc 332 is arranged between the bearing seat 337 and the support 331. The buffer disc 332 is in a rubber disc structure, and the buffer disc 332, the support 331 and the bearing seat 337 are vulcanized into an integral whole to avoid relative movement between the buffer disc 332, the support 331 and the bearing seat 337, which causes the buffer disc 332 to wear. The buffer disc 332 plays a role in buffering and vibration isolation when the vehicle jumps.

[0043] The bearing 333 is a maintenance-free deep groove ball bearing to reduce the maintenance frequency and maintenance cost. Two dustproof rings 334 and two check rings 335 are arranged. One check ring 335 and one dustproof ring 334 are arranged at the two ends of the bearing 333 in sequence. The dustproof ring 334 is used to block large dust and particles from the maintenance-free deep groove ball bearing, and the check ring 335 is used to limit the axial position of the maintenance-free deep groove ball bearing. The pressing plate 336 is arranged on the upper part of the support 331 to cover the upper opening of the support 331, thereby assisting the fixed installation of the buffer disc 332. Figure 7 As shown, the bearing 333 is sealed by a box-type combined sealing unit 3331, which can effectively prevent mud from entering the bearing and lubricating grease from flowing out of the bearing, effectively ensure the lubrication of the bearing, and improve the service life of the bearing.

[0044] As shown, Figure 9 The first mounting hole 21 is in a circular hole structure for bolt mounting. The bottom of the connecting frame 2 is fixedly connected with the pressing plate 336 and the support 331 in sequence through bolts. The side of the connecting frame 2 is fixedly connected with the frame cross beam 1 through bolts. The connecting frame 2 is provided with a weight-reducing groove 22 to realize the lightweight of the connecting frame 2 and reduce the overall weight of the connecting frame 2. Reinforcing ribs are welded and fixed on the two sides of the connecting frame 2 to increase the overall stiffness of the connecting frame 2 and reduce the deformation of the connecting frame 2.

[0045] The first mounting hole 21 and the second mounting hole 3311 are both circular hole structures, effectively avoiding the risk of abnormal stress of the buffer disc 332 caused by improper assembly of the long circular hole structure, and improving the overall service life of the intermediate support assembly.

[0046] Example 2

[0047] In another typical embodiment of the present application, a transmission shaft system is installed on the chassis of an automobile for transmitting power from a power system, the transmission shaft system comprising: a transmission shaft intermediate support assembly and a plurality of transmission shafts, the intermediate support assembly being arranged between two adjacent transmission shafts, the intermediate support assembly comprising an intermediate support 3, the intermediate support 3 being fixedly connected to a vehicle frame cross beam 1 through a connecting frame 2, and the two ends of the intermediate support 3 being connected to the transmission shafts of the transmission shaft system of the vehicle through a first telescopic transmission shaft 4 and a second telescopic transmission shaft 5, respectively, to achieve power transmission.

[0048] The above description of disclosed embodiments enables those skilled in the art to make or use the application. Various modifications to these embodiments will be apparent to those skilled in the art, and the generic principles defined herein can be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A drive shaft intermediate support assembly, comprising: An intermediate support (3) mounted on a crossbeam (1) of a vehicle frame is characterized in that both ends of the intermediate support (3) are respectively connected to a telescopic drive shaft via universal joints, and the end of the telescopic drive shaft away from the intermediate support (3) is connected to a universal joint. The intermediate support (3) includes a first connecting flange (31), a second connecting flange (32), and a buffer seat (33). The first connecting flange (31) includes a first flange plate and a first insert portion (311) that are fixedly connected. The second connecting flange (32) includes a second flange plate and a second insert portion (321) that are fixedly connected. The insert (321) is inserted into the first insert (311). The outer wall of the first insert (311) is connected to the bearing (333) in the buffer seat (33). The connecting bolt (34) passes through the inside of the second insert (321) and is connected to the clamping nut (35). The inner wall of the first insert (311) and the outer wall of the second insert (321) are provided with the first anti-slip groove (36). The end of the second insert (321) and the inner wall position where the first flange contacts the end of the second insert (321) are provided with the second anti-slip groove (37).

2. The intermediate support assembly for the drive shaft according to claim 1, characterized in that, Both the first connecting flange (31) and the second connecting flange (32) contain insert parts. The insert parts of the first connecting flange (31) and the second connecting flange (32) are inserted together in the buffer seat (33) and connected to the bearing (333) in the buffer seat (33). The first connecting flange (31) and the second connecting flange (32) are axially fixed together by connecting bolts (34) and clamping nuts (35).

3. The intermediate support assembly for the drive shaft according to claim 1, characterized in that, Both the first flange and the second flange are connected to the universal joint, and both the first flange and the second flange are provided with a third anti-slip groove (38).

4. The intermediate support assembly for the drive shaft according to claim 2, characterized in that, The buffer seat (33) includes a support (331) and a buffer plate (332). The support (331) is connected to the frame crossbeam (1) through a connecting frame (2). The buffer plate (332) is installed on the support (331). The bearing is set in the bearing seat (337). The two ends of the bearing (333) are respectively provided with retaining rings (335) and dustproof rings (334). The bearing seat (337) is set in the buffer plate (332). The buffer plate (332), the support (331) and the bearing seat (337) are fixed together as one unit.

5. The intermediate support assembly for the drive shaft according to claim 4, characterized in that, The bottom and side of the connecting frame (2) are provided with a first mounting hole (21), and the top of the support (331) is provided with a second mounting hole (3311). The bottom of the connecting frame (2) is fixedly connected to the support (331) by bolts. The connecting frame (2) is provided with a weight reduction groove (22) and a reinforcing rib.

6. The intermediate support assembly for the drive shaft according to claim 5, characterized in that, Both the first mounting hole (21) and the second mounting hole (3311) are circular holes.

7. A drive shaft system, characterized in that, The assembly includes a drive shaft intermediate support assembly as described in any one of claims 1-6 and several drive shafts. The intermediate support (3) is fixedly connected to the frame crossbeam (1) via a connecting frame (2). Both ends of the intermediate support (3) are connected to the drive shafts via a telescopic drive shaft.

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