Transmission shaft middle supporting device and transmission shaft assembly

Abstract

The transmission shaft middle supporting device comprises a damping hydraulic cavity used for being rotationally connected to the periphery of a middle transmission shaft in a sleeving mode, a middle damping assembly is arranged in the middle of the internal space of the damping hydraulic cavity, and the internal space of the damping hydraulic cavity is divided into two cavities through the middle damping assembly; the middle damping assembly comprises an outer framework and an inner framework which are coaxially arranged, a first vibration reduction diaphragm is arranged between the outer framework and the inner framework, a plurality of second vibration reduction diaphragms arranged in the radial direction of the damping hydraulic cavity are arranged in cavities in the two sides of the middle damping assembly, and the second vibration reduction diaphragms are distributed in the annular direction of the damping hydraulic cavity. Hydraulic cavities are formed between the adjacent second vibration reduction diaphragms, damping liquid is arranged in the hydraulic cavities, and the middle supporting device is multiple in vibration control dimension and good in dynamic adaptability.

Description

Technical Field

[0001] The present invention relates to the technical field of automobiles, and particularly relates to an intermediate support device for a drive shaft and a drive shaft assembly. Background Art

[0002] The statements herein only provide background art related to the present invention and do not necessarily constitute prior art.

[0003] At present, there are three forms of intermediate supports for automotive drive shafts, namely rubber supports, mechanical adjustable supports, and hydraulic supports. Rubber supports use rubber bushings or metal-rubber composite structures to absorb vibrations through elastic deformation. However, the damping characteristics of traditional rubber supports are fixed, and the dynamic adaptability is poor, unable to match the vibration characteristic changes of the drive shaft at different rotational speeds (0 - 6000 rpm) and torques (±1500 N·m). Mechanical adjustable supports achieve damping changes through spring pre-tightening force or clearance adjustment, but the adjustment range is limited (±20%), and manual intervention is required, unable to respond to the dynamic load of the drive shaft in real time. Hydraulic supports can overcome the defects existing in traditional rubber supports and mechanical adjustable supports. Traditional hydraulic supports use single-chamber hydraulic supports with a single liquid chamber structure, unable to achieve multi-directional vibration decoupling control, with few vibration control dimensions, only able to suppress vibrations in a single direction, and unable to effectively separate and process X / Y / Z-direction coupled vibrations. Summary of the Invention

[0004] Aiming at the deficiencies of the prior art, the purpose of the present invention is to provide an intermediate support device for a drive shaft and a drive shaft assembly, which overcomes the defects existing in current hydraulic supports.

[0005] To achieve the above purpose, the present invention is realized through the following technical solutions:

[0006] In a first aspect, an embodiment of the present invention provides an intermediate support device for a drive shaft, including a damping hydraulic cavity for rotatably sleeving around the outer circumference of an intermediate drive shaft. In the middle of the internal space of the damping hydraulic cavity, there is an intermediate damping component, which divides the internal space of the damping hydraulic cavity into two chambers. The intermediate damping component includes an outer skeleton and an inner skeleton arranged coaxially. A first damping diaphragm is provided between the outer skeleton and the inner skeleton. In the chambers on both sides of the intermediate damping component, there are a plurality of second damping diaphragms arranged radially along the damping hydraulic cavity, and the plurality of second damping diaphragms are distributed circumferentially along the damping hydraulic cavity. Hydraulic cavities are formed between adjacent second damping diaphragms, and damping liquid is provided in the hydraulic cavities.

[0007] Optionally, the outer skeleton is provided with a plurality of flow channels along the circumferential direction. One end of the flow channel extends to one side end face of the outer skeleton, and the other end extends to the other side end face of the outer skeleton. The flow channels connect the hydraulically separated cavities on both sides of the intermediate damping component.

[0008] and / or

[0009] The inner skeleton is provided with a plurality of flow channels in the circumferential direction. One end of the flow channel extends to one end face of the inner skeleton, and the other end of the flow channel extends to the other end face of the inner skeleton. The flow channels connect the hydraulic cavities arranged staggeredly on both sides of the intermediate damping assembly.

[0010] Optionally, a groove is provided on the outer circumferential surface of the first damping diaphragm, and the outer skeleton is embedded in the groove and fixedly connected to the first damping diaphragm.

[0011] Optionally, the damping hydraulic cavity body includes a first cavity part on one side of the intermediate damping assembly and a second cavity part on the other side of the intermediate damping assembly. The first cavity part forms a chamber on one side of the intermediate damping assembly, and the second cavity part forms a chamber on the other side of the intermediate damping assembly.

[0012] Optionally, the first cavity part, the second cavity part and the second damping diaphragm inside them are arranged mirror-symmetrically with respect to the intermediate damping assembly.

[0013] Optionally, both the first cavity part and the second cavity part include an outer rigid ring and an inner rigid ring. A flexible skeleton is provided between the inner rigid ring and the outer rigid ring. A chamber is formed between the inner side of the flexible skeleton and the intermediate damping assembly.

[0014] Optionally, a bracket mechanism is fixedly sleeved on the outer circumference of the outer rigid ring and the outer skeleton to fix the entire intermediate support device of the transmission shaft to the vehicle body. The inner rigid ring and the inner skeleton are used to be sleeved on the outer circumference of the bearing outer ring and have an interference fit with the outer ring of the bearing.

[0015] Optionally, the bracket mechanism includes a collar sleeved on the outer circumference of the outer rigid ring and the outer skeleton. The collar has an interference fit with the outer rigid ring and the outer skeleton. A bracket is fixed on the outer circumference of the collar, and the bracket is used to be fixed to the bottom of the vehicle body.

[0016] In a second aspect, an embodiment of the present invention provides a transmission shaft assembly, including a transmission shaft mechanism. The intermediate support device of the transmission shaft described in the first aspect is fixedly sleeved on the outer circumference of the set position of the transmission shaft mechanism, and the intermediate support device of the transmission shaft is rotatably connected to the transmission shaft mechanism.

[0017] Optionally, the intermediate support device of the transmission shaft is rotatably connected to the transmission shaft mechanism through a bearing, and a sealing ring is provided between the intermediate support device of the transmission shaft and the transmission shaft mechanism.

[0018] The beneficial effects of the present invention are as follows:

[0019] 1. The intermediate support device of the drive shaft of the present invention is provided with an intermediate damping assembly. The intermediate damping assembly is provided with a first damping diaphragm. Cooperating with the damping liquid in the two chambers on both sides thereof, it can quickly attenuate the high-frequency vibration along the X direction of the vehicle. A plurality of second damping diaphragms are provided circumferentially in the chambers, which can quickly attenuate the high-frequency vibration along the Y direction and Z direction of the vehicle, thereby realizing the suppression of vibrations in three directions, achieving the decoupling and independent attenuation of vibration energy in the X, Y, and Z directions, having multiple vibration control dimensions, and realizing the effective separation and treatment of the coupled vibration in the X, Y, and Z directions.

[0020] 2. The intermediate support device of the drive shaft of the present invention has a flow channel provided in the outer skeleton. The flow channel connects the hydraulic chambers arranged staggeredly on both sides of the intermediate damping assembly. When low-frequency large-displacement vibration occurs, the damping liquid can flow from the chamber on one side of the intermediate damping assembly into the chamber on the other side through the flow channel. During the flow of the damping liquid, increased damping is generated, thereby quickly attenuating the vibration, improving the dynamic adaptability of the support device, and avoiding the problem of support failure caused by the imbalance of the liquid chamber pressure during low-frequency large-displacement vibration.

[0021] 3. The intermediate support device of the drive shaft of the present invention includes a first cavity part, an intermediate damping assembly, and a second cavity part, adopting a three-layer laminated structure, which is convenient for the processing, manufacturing, and assembly of the entire intermediate support device. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings forming a part of the present invention are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation to the present invention.

[0023] Figure 1 is a schematic diagram of the overall structure of Embodiment 1 of the present invention;

[0024] Figure 2 is a schematic diagram of the structure of the relay damping assembly in Embodiment 1 of the present invention;

[0025] Figure 3 is a schematic diagram of the outer skeleton of Embodiment 1 of the present invention;

[0026] Figure 4 is a schematic diagram of the inner skeleton of Embodiment 1 of the present invention;

[0027] Figure 5 is a schematic diagram of the structure of the first cavity part or the second cavity part in Embodiment 1 of the present invention;

[0028] Figure 6 is a schematic diagram of the cooperation of the first cavity part, the intermediate damping assembly, and the second cavity part in Embodiment 1 of the present invention;

[0029] Figure 7 is a schematic diagram of the structure of the inner rigid ring in Embodiment 2 of the present invention;

[0030] Figure 8 It is a schematic diagram of the external rigid ring structure in Embodiment 2 of the present invention;

[0031] Figure 9 It is a schematic diagram of the overall structure in Embodiment 3 of the present invention;

[0032] Among them, 1. First damping diaphragm, 2. Second damping diaphragm, 3. Damping liquid, 4. First hydraulic cavity, 5. Second hydraulic cavity, 6. Fifth hydraulic cavity, 7. Sixth hydraulic cavity, 8. Outer skeleton, 9. Inner skeleton, 10. Flow channel, 11. First bending section, 12. Second bending section, 13. External rigid ring, 14. Inner rigid ring, 15. Flexible skeleton, 16. Bearing, 17. Collar, 18. Bracket, 19. Front axle head, 20. Front constant velocity joint, 21. First connecting bolt, 22. Front axle tube, 23. Damping paper, 24. Balance weight, 25. Sliding universal joint, 26. Middle axle head, 27. Rear axle tube, 28. Sealing ring, 29. Dust cover, 30. Rear constant velocity joint housing, 31. Second connecting bolt, 32. Third connecting bolt, 33. Bearing positioning sleeve. Specific embodiments

[0033] In this embodiment, the X direction refers to the length direction of the vehicle, that is, the traveling direction of the vehicle, the Y direction refers to the width direction of the vehicle, the Y direction is perpendicular to the X direction, and the Z direction refers to the vertical direction.

[0034] Embodiment 1

[0035] This embodiment provides an intermediate support device for a drive shaft, as shown in Figure 1 and Figure 5 It includes a damping hydraulic cavity body. The damping hydraulic cavity body adopts an annular structure and is used for rotatably sleeving on the outer periphery of the intermediate drive shaft. A middle damping component is provided in the middle of the damping hydraulic cavity body. The middle damping component divides the damping hydraulic cavity body into two chambers. The middle damping component is provided with a first damping diaphragm 1 coaxial with the drive shaft for attenuating high-frequency vibrations in the X direction. A plurality of second damping diaphragms 2 are arranged along the circumferential direction in the chambers on both sides of the middle damping component. The second damping diaphragms 2 are arranged radially along the chambers. The plurality of second damping diaphragms 2 divide the chambers into a plurality of hydraulic cavities. Damping liquid 3 is provided in the hydraulic cavities. The second damping diaphragms 2 are used for attenuating high-frequency vibrations in the Y direction and the Z direction.

[0036] In this embodiment, both the first damping diaphragm 1 and the second damping diaphragm 2 are made of flexible damping materials. Preferably, they are made of rubber materials.

[0037] For the convenience of machining, manufacturing and assembly of the damping hydraulic cavity and the intermediate damping component, the damping hydraulic cavity includes a first cavity part and a second cavity part. The first cavity part is located on one side of the intermediate damping component, and the second cavity part is located on the other side of the intermediate damping component. The first cavity part forms a first chamber, and the second cavity part forms a second chamber. A plurality of second damping diaphragms 2 are provided in the first chamber, and a plurality of second damping diaphragms 2 are also provided in the second chamber.

[0038] To ensure the vibration attenuation effect, the first chamber, the second chamber and the second damping diaphragms 2 inside them are symmetrically distributed with respect to the intermediate damping component. In the first chamber and the second chamber, the corresponding second damping diaphragms are arranged in alignment with each other.

[0039] Preferably, the thickness of the second damping diaphragm 2 is 1.2 mm - 1.5 mm. Those skilled in the art can set its specific thickness dimension according to actual needs, and no detailed description will be given here.

[0040] Preferably, the second damping diaphragms in the first chamber and the second chamber are evenly spaced along the circumferential direction. Four second damping diaphragms 2 are provided in the first chamber, which divides the first chamber into a first hydraulic chamber 4, a second hydraulic chamber 5, a third hydraulic chamber and a fourth hydraulic chamber. Four second damping diaphragms 2 are provided in the second chamber, which divides the second chamber into a fifth hydraulic chamber 6, a sixth hydraulic chamber 7, a seventh hydraulic chamber and an eighth hydraulic chamber.

[0041] It can be understood that the number of the second damping diaphragms 2 can also be set to three or other numbers, and those skilled in the art can set it according to actual needs.

[0042] As Figures 2 - 4 shown, the intermediate damping component includes an outer skeleton 8 and an inner skeleton 9 arranged coaxially. Both the outer skeleton 8 and the inner skeleton 9 adopt an annular structure and are made of metal or other rigid materials.

[0043] A first damping diaphragm 1 is provided between the outer skeleton 8 and the inner skeleton 9.

[0044] A plurality of flow channels 10 are provided on the outer circumferential surface of the outer skeleton 8. The flow channels 10 are arranged along the circumferential direction of the outer skeleton 8. Therefore, the outer skeleton 8 is relatively thick and has a large radial dimension. Therefore, the first damping diaphragm 1 includes a first diaphragm part and a second diaphragm part located inside the first diaphragm part. The thickness of the first diaphragm part is greater than that of the second diaphragm part. A groove is provided on the outer circumferential surface of the first diaphragm part, and the outer skeleton 8 is embedded and installed in the groove.

[0045] Preferably, the thickness of the second diaphragm part is 2 mm - 3 mm, and its specific dimension can be set by those skilled in the art according to actual needs.

[0046] With this setting method, the outer skeleton 8 is wrapped by the first damping diaphragm 1, so that the damping liquid 3 contacts the first damping diaphragm 1 instead of the outer skeleton 8, improving the damping effect.

[0047] A plurality of flow channels 10 are provided on the outer circumferential surface of the outer skeleton 8. The plurality of flow channels 10 are equally spaced along the circumferential direction of the outer skeleton 8. One end of the flow channel 10 is provided with a first bending section 11. The first bending section 11 extends to one side end surface of the outer skeleton 8 to form a first damping liquid flow port. Correspondingly, a notch matching the first damping liquid flow port is provided on the part of the first damping diaphragm covering the outer skeleton 8. The other end of the flow channel 10 is provided with a second bending section 12. The second bending section 12 extends to the other side end surface of the outer skeleton 8 to form a second damping liquid flow port. Correspondingly, a notch matching the second damping liquid flow port is provided on the part of the first damping diaphragm covering the outer skeleton 8.

[0048] The two hydraulic cavities arranged staggeredly in the first chamber and the second chamber are communicated through the flow channel 10, the first bending section 11, and the second bending section 12, so that the damping liquid 3 can flow from the hydraulic cavity of the first chamber into the hydraulic cavity of the second chamber or the damping liquid can flow from the hydraulic cavity of the second chamber into the hydraulic cavity of the first chamber.

[0049] Since there are four hydraulic cavities in the first chamber and four hydraulic cavities in the second chamber, the outer skeleton 8 is provided with four flow channels 10.

[0050] As Figures 5 - 8 shown, the structures of the first cavity part and the second cavity part are the same and are symmetrically distributed with respect to the middle damping component in a mirror image manner, and both include an outer rigid ring 13 and an inner rigid ring 14. The inner rigid ring 14 and the outer rigid ring 13 are coaxially arranged, and the inner rigid ring 14 and the outer rigid ring 13 are made of metal or other rigid materials.

[0051] A flexible skeleton 15 is provided between the inner rigid ring 14 and the outer rigid ring 13. In this embodiment, the flexible skeleton 15 is made of rubber material. The flexible skeleton 15 bends towards the direction away from the middle damping component so that a cavity is formed between the inner side surface of the flexible skeleton 15 and the middle damping component.

[0052] The flexible skeleton 15 cooperates with the damping liquid 3, can quickly attenuate vibration, and the flexible skeleton 15 bends towards the direction away from the middle damping component, forming an open structure facing the middle damping component, which is convenient for placing the damping liquid in the cavity subsequently.

[0053] In this embodiment, the cross-section of the outer rigid ring 13 is a Z-shaped structure, including a first ring portion parallel to the axis of the transmission shaft. The inner axial end of the first ring portion is provided with a second ring portion extending towards the inner side. The second ring portion is attached to the outer side surface of the first diaphragm portion of the first damping diaphragm 1, and the second ring portion does not block the flow channel 10 provided in the outer skeleton 8. The outer axial end of the first ring portion is provided with a third ring portion extending towards the outer side. The end portion of the flexible skeleton 15 for connecting with the outer rigid ring 13 covers the surfaces of the first ring portion, the inner end of the second ring portion, and the outer end of the third ring portion, that is, the end portion of the flexible skeleton 15 for connecting with the outer rigid ring covers the entire inner side surface of the outer rigid ring 13.

[0054] The cross-section of the inner rigid ring 14 is also a Z-shaped structure, including a fourth ring portion arranged radially along the inner rigid ring 14. One section of the fourth ring portion is integrally and perpendicularly connected to one end of a fifth ring portion. The other end of the fifth ring portion is attached to one end face of the inner skeleton 9 of the intermediate damping assembly. The other end of the fourth ring portion is integrally and perpendicularly connected to one section of a sixth ring portion. The other end of the sixth ring portion is provided with a flanging towards the inner side.

[0055] The end portion of the flexible skeleton 15 for connecting with the inner rigid ring 14 covers the entire outer side surface of the inner rigid ring 14.

[0056] A plurality of second damping diaphragms 2 are arranged at equal intervals in the circumferential direction on the inner side surface of the flexible skeleton 15. The second damping diaphragms 2 are integrally connected with the flexible skeleton 15 and are integrally injection-molded during processing.

[0057] The second damping diaphragm 2 is provided with a notch for the first diaphragm portion in the first damping diaphragm 1 to pass through, and the second damping diaphragm 2 is hermetically attached to the first diaphragm portion.

[0058] In this embodiment, the outer side surfaces of the outer rigid rings 13 of the first cavity portion and the second cavity portion and the outer circumferential surface of the outer skeleton 8 of the intermediate damping assembly together form an annular groove for accommodating the bracket mechanism, and a bracket mechanism is provided in the annular groove.

[0059] The fourth ring portion, the fifth ring portion of the inner rigid ring 14 of the first cavity portion and the second cavity portion, and the inner skeleton of the intermediate damping assembly enclose a groove for accommodating the bearing 16.

[0060] The bracket mechanism includes a collar 17. The collar 17 is sleeved in the circumferential groove formed by the outer rigid ring 13 and the outer periphery of the outer skeleton 8, and the collar 17 is in interference fit with the outer rigid ring 13 and the outer skeleton 8 to fix the outer rigid ring 13 and the outer skeleton 8. A bracket 18 is fixedly sleeved on the outer periphery of the collar 17. The bracket 18 is used to be fixed to the bottom of the vehicle body, thereby fixing the entire intermediate support device of the transmission shaft.

[0061] The bracket 18 includes a semi-circular plate that fits against the outer circumferential surface of the collar 17. First fixing plates are provided at both ends of the semi-circular plate. The first fixing plates are in contact with the second fixing plates. An arc-shaped plate that fits against the outer circumferential surface of the collar 17 is provided at the inner end of the second fixing plate. Both the first fixing plates and the second fixing plates are provided with fixing holes, and can be fixedly connected to the bottom of the vehicle body through the fixing holes and bolts.

[0062] In the intermediate support device of the transmission shaft of this embodiment, during the normal operation of the transmission shaft, through the high-frequency vibration of the first damping diaphragm 1 and the damping fluid 3 on both sides thereof, the high-frequency vibration along the X direction of the vehicle can be rapidly attenuated.

[0063] Through the high-frequency vibration of the damping fluid 3 in the hydraulic cavity and the second damping diaphragm 2, the high-frequency vibration along the Y direction and Z direction of the vehicle can be rapidly attenuated.

[0064] In this embodiment, the high-frequency vibration that can be attenuated is 30 Hz - 50 Hz.

[0065] When large low-frequency displacements (amplitude greater than 3 mm) occur in all directions in the transmission shaft product, the damping fluid in the first hydraulic cavity 4, the second hydraulic cavity 5, the third hydraulic cavity, and the fourth hydraulic cavity flows into the fifth hydraulic cavity 6, the sixth hydraulic cavity 7, the seventh hydraulic cavity, and the eighth hydraulic cavity through the flow channels, or flows in the reverse direction. A large damping can be generated during the flow of the damping fluid, rapidly attenuating the vibration. In this embodiment, since the flow channels 10 are distributed circumferentially along the outer frame 8, when the damping fluid 3 flows in the flow channels, it can generate a flow along the Y direction of the vehicle and can also generate a flow along the Z direction. When the damping fluid 3 flows from one side chamber to the other side chamber, it can generate a flow along the X direction of the vehicle. Therefore, through the flow of the damping fluid 3 in the flow channels, the low-frequency large-displacement vibration in all directions can be attenuated. The low-frequency vibration that can be attenuated is 5 Hz - 30 Hz.

[0066] Therefore, the intermediate support device of the transmission shaft of this embodiment realizes the suppression of vibrations in three directions, has multiple vibration control dimensions, realizes the effective separation of the X, Y, and Z-direction coupled vibrations, realizes the decoupling and independent attenuation of the vibration energy in the X, Y, and Z directions, and solves the interference failure problem of the traditional single-chamber / double-chamber structure under multi-directional composite vibrations. Moreover, for the problem of hydraulic shock caused by the sudden change of the hydraulic cavity pressure under the low-frequency large-displacement working condition, through the design of the flow channels 10, the dynamic adaptability of the support device is improved, and the support failure problem caused by the imbalance of the liquid cavity pressure due to the sudden rise of the pressure during the low-frequency large-displacement vibration is avoided.

[0067] The eight hydraulic chambers are symmetrically arranged with respect to the axis of the intermediate shaft, and the eight hydraulic chambers are also mirror-symmetrically arranged with respect to the intermediate damping assembly. Through the design of the flow channel 10, the vibration attenuation efficiency of low frequencies (5 Hz to 30 Hz) is increased to 72% to 78%, an increase of 107% compared with the traditional single-chamber structure; the first damping diaphragm 1 and the second damping diaphragm 2 enable the vibration energy dissipation efficiency of high frequencies (30 Hz to 500 Hz) to exceed 90%, and the covered frequency band is extended to 1.7 times that of the traditional solution.

[0068] Embodiment 2

[0069] This embodiment provides an intermediate support device for a transmission shaft. Compared with Embodiment 1, the flow channel 10 is arranged on the inner skeleton 9. Correspondingly, the first damping diaphragm 1 includes a first diaphragm portion and a second diaphragm portion. The second diaphragm portion is located inside the first diaphragm portion, and a groove is formed on the second diaphragm portion. The inner skeleton 9 is installed in the groove, and the inner skeleton 9 is provided with the flow channel 10. The arrangement form of the flow channel 10 is the same as the arrangement form of the flow channel in the outer skeleton in Embodiment 1. The flow channel 10 is arranged on the inner ring surface of the inner skeleton 9. Correspondingly, the second diaphragm portion is provided with notches corresponding to the first bending section and the second bending section of the flow channel.

[0070] The outer rigid ring is attached to the end face of the outer ring portion of the first diaphragm portion, and the inner rigid ring 14 is attached to the outer side surface of the second diaphragm portion and does not block the notch.

[0071] The remaining structure of this embodiment is the same as that of Embodiment 1 and will not be repeated here.

[0072] Embodiment 3

[0073] This embodiment provides a transmission shaft assembly, as Figure 9 shown, including a transmission shaft mechanism. An intermediate support device for the transmission shaft as described in Embodiment 1 or Embodiment 2 is rotatably connected to the outer periphery at a set position of the transmission shaft mechanism.

[0074] In this embodiment, the transmission shaft mechanism is provided with the intermediate support device for the transmission shaft as described in Embodiment 1. The transmission shaft mechanism can adopt the intermediate transmission shaft mechanism of an existing vehicle, including a front shaft head 19. The outer spline at the front end of the front shaft head 19 and the inner spline of the front universal joint 20 are connected by a snap ring. The front universal joint 20 is provided with a plurality of first connecting bolts 21 for connecting to a transfer case through the first connecting bolts 21. Preferably, six first connecting bolts 21 are provided. The rear end of the front shaft head 19 is friction-welded to one end of the front shaft tube 22 to ensure coaxiality, and a damping paper 23 is provided between the front shaft head 19 and the front shaft tube 22. A balance weight 24 is provided on the front shaft tube 22. The other end of the front shaft tube 22 is friction-welded and fixed to a sliding universal joint 25. The front shaft head 19, the front universal joint 20, the front shaft tube 22, and the sliding universal joint 25 form the front shaft of the transmission shaft mechanism.

[0075] The middle shaft head 26 is fixedly connected to one end of the rear shaft tube 27 by friction welding. A damper 28 is press-fitted into the rear shaft tube 27. The damper 28 is in interference fit with the rear shaft tube 27 so that the damper 28 cannot be disengaged from the rear shaft tube 27. One end of the rear shaft head 29 is fixedly connected to the rear shaft tube 27 by friction welding. The external spline at the other end of the rear shaft head 29 and the internal environment of the rear universal joint ball cage 30 are connected by a circlip. The rear universal joint ball cage 30 is provided with a plurality of second connecting bolts 31 for connecting to the main reducer through the second connecting bolts 31.

[0076] One end of the external spline of the middle shaft head 26 is connected to the internal spline of the sliding universal joint by a circlip, and the other end is fixedly connected to the rear shaft tube 27 by friction welding.

[0077] The above-mentioned transmission shaft mechanism can adopt the existing technology, and its further technical details will not be described in detail here. The outer circumference of the middle shaft head is rotationally connected with the transmission shaft intermediate support device described in Embodiment 1.

[0078] Specifically:

[0079] A bearing 16 is sleeved on the outer circumference of the middle shaft head 26. The inner ring of the bearing 16 is in interference fit with the middle shaft head 26. One end of the inner ring of the bearing 16 is fitted with a bearing positioning sleeve 33 sleeved on the middle shaft head 26, and the other end is fitted with a shoulder structure on the middle shaft head 26. The bearing is axially positioned by the bearing positioning sleeve 33 and the shoulder structure.

[0080] The inner rigid ring 14 and the inner skeleton sleeve 9 are on the outer circumference of the outer ring of the bearing 16 and are in interference fit with the outer ring of the bearing 16, thereby realizing the fixation of the intermediate damping assembly, the first cavity part and the second cavity part.

[0081] Further, in order to achieve sealing, a sealing ring is provided between the sixth ring part of the inner rigid ring 14 of the first cavity part and its flanging and the outer peripheral surface of the bearing positioning sleeve. A sealing ring 28 is provided between the sixth ring part of the inner rigid ring 14 of the second cavity part and its flanging and the outer shaft surface of the middle shaft head 26. The sealing ring 28 prevents dust, impurities, etc. from affecting the normal operation of the bearing.

[0082] A dust cover 29 is provided at the rear side of the flexible skeleton of the second cavity part. The dust cover 29 adopts an annular structure. The dust cover 29 is fixedly sleeved on the outer circumference of the middle shaft head 26 by an interference fit method. The flexible skeleton 15 is provided with a protruding part, and the protruding part is hermetically fitted with the dust cover 29.

[0083] In this embodiment, only the transmission shaft intermediate support device of the intermediate transmission shaft is improved, and the rest of the intermediate transmission shaft can adopt the existing technology, which will not be described in detail here.

[0084] The assembly method of the transmission shaft intermediate support device in this embodiment is:

[0085] The outer rigid ring 13 of the first cavity part is in interference fit with the collar 17, the sealing ring 28 is embedded into the inner rigid ring 14 of the first cavity part, and the bearing 16 is embedded into the inner rigid ring 14 of the first cavity part to form an assembly. The assembly is immersed in the damping liquid, and the intermediate damping assembly is assembled. The outer skeleton 8 is in interference fit with the collar 17, and the inner skeleton 9 is in interference fit with the outer ring of the bearing 16.

[0086] The sealing ring 28 is embedded into the inner rigid ring 14 of the second cavity part, and the formed assembly is immersed in the damping liquid. Then, the outer rigid ring 13 of the second cavity part is in interference fit with the collar 17, and the inner rigid ring 14 is in interference fit with the outer ring of the bearing 16. At this time, the assembly of the entire intermediate support device of the transmission shaft is completed.

[0087] In this embodiment, due to the presence of the intermediate damping assembly, the entire intermediate support device of the transmission shaft cannot adopt an integral molding structure. Therefore, the intermediate support device of the transmission shaft is composed of three layers: the first cavity part, the intermediate damping assembly, and the second cavity part, which is convenient for the processing, manufacturing, and assembly of the entire intermediate support device. At the same time, the laminated layout compresses the axial length to within 65 mm and controls the radial installation space within 120 mm, reducing by more than 30% compared with the traditional structure, adapting to the narrow space requirements of the mainstream platform, and being suitable for the space constraints of mainstream passenger cars.

[0088] When the intermediate support device is installed on the intermediate transmission shaft, first, the dust cover 29 is press-fitted onto the middle shaft head 26, and the dust cover 29 is in interference fit with the middle shaft head 26. Then, the bearing 16 together with the intermediate support device is pressed onto the middle shaft head 26, and the protruding part of the flexible skeleton 15 of the second cavity part is in sealing contact with the dust cover 29. The inner ring of the bearing 16 contacts the shoulder structure, and the inner ring of the bearing 16 is in interference fit with the middle shaft head 26. Then, the bearing locating sleeve 27 is press-fitted onto the middle shaft head 26, and the bearing locating sleeve 27 is in interference fit with the middle shaft head 26 and is in contact with the inner ring of the bearing 16.

[0089] The front shaft and the rear shaft are respectively installed on both sides of the middle shaft head 26.

[0090] Specifically:

[0091] The outer spline at the front end of the front shaft head 19 and the inner spline of the front universal joint constant velocity joint 20 are connected by a snap ring. The rear end of the front shaft head 19 and the front end of the front shaft tube 22 are fixed by friction welding. The shock-absorbing paper 23 is placed inside the front shaft tube 22. The rear end of the front shaft tube 22 and the sliding universal joint 25 are connected by friction welding to form the front shaft. The inner spline of the sliding universal joint 25 and the outer spline of the middle shaft head 26 are connected by a snap ring.

[0092] The front end of the middle shaft head 26 and the rear axle tube 27 are connected by friction welding. The damper 28 is pressed into the rear axle tube 27, and the damper 28 is in interference fit with the rear axle tube 27. Then, the rear shaft head 29 and the rear end of the rear axle tube 27 are connected by friction welding. The external spline of the rear shaft head 29 and the internal spline of the rear universal joint cage 30 are connected by a circlip, completing the assembly of the rear axle.

[0093] In this embodiment, the assembly methods of the front axle and the rear axle can adopt the existing technologies, and the assembly methods of the front axle, the rear axle and the middle shaft head can also adopt the existing technologies. Further technical details are not described in detail here.

[0094] The front universal joint cage 20 is connected to the transfer case through the first connecting bolt 21. The rear universal joint cage 30 is connected to the main rear axle reducer through the second connecting bolt 31. The bracket 18 of the intermediate support device of the drive shaft is connected to the bottom of the vehicle body through the third connecting bolt 32. The power output by the transfer case is transmitted to the main rear axle reducer through the drive shaft mechanism.

[0095] The first connecting bolt and the second connecting bolt can adopt standard parts and are not described in detail here.

[0096] The above are only the preferred embodiments of the present application and are not used to limit the present application. For those skilled in the art, various changes and modifications can be made to the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A transmission shaft intermediate support device, characterized in that: It includes a damping hydraulic cavity for rotationally sleeved on the outer periphery of the intermediate transmission shaft, an intermediate damping component is provided in the middle of the internal space of the damping hydraulic cavity, and the intermediate damping component divides the internal space of the damping hydraulic cavity into two chambers. The intermediate damping component includes a coaxially arranged outer frame and an inner frame, a first vibration-damping diaphragm is provided between the outer frame and the inner frame, and a plurality of second vibration-damping diaphragms are provided in the chambers on both sides of the intermediate damping component. The plurality of second vibration-damping diaphragms are distributed circumferentially along the damping hydraulic cavity, and a hydraulic cavity is formed between adjacent second vibration-damping diaphragms, and a damping fluid is provided in the hydraulic cavity.

2. A transmission shaft intermediate support device as claimed in claim 1, characterized in that: The outer frame is provided with a plurality of flow channels along the annular direction, one end of the flow channel extends to one end surface of the outer frame, and the other end of the flow channel extends to the other end surface of the outer frame, and the flow channel connects the hydraulic chambers staggered on both sides of the middle damping component; and / or, The inner frame is provided with a plurality of flow channels along the annular direction, one end of the flow channel extends to one end surface of the inner frame, and the other end of the flow channel extends to the other end surface of the inner frame, and the flow channel connects the hydraulic chambers staggered on both sides of the middle damping component.

3. A transmission shaft intermediate support device as claimed in claim 1, characterized in that: The outer annular surface of the first vibration-damping diaphragm is provided with a groove, and the outer skeleton is embedded in the groove and fixedly connected to the first vibration-damping diaphragm.

4. A transmission shaft intermediate support device as claimed in claim 1, characterized in that: The damping hydraulic cavity includes a first cavity portion located on one side of the intermediate damping assembly and a second cavity portion located on the other side of the intermediate damping assembly. The first cavity portion forms a cavity on one side of the intermediate damping assembly, and the second cavity portion forms a cavity on the other side of the intermediate damping assembly.

5. A transmission shaft intermediate support device as claimed in claim 4, characterized in that: The first cavity portion, the second cavity portion and the second vibration-damping diaphragm therein are arranged in mirror symmetry with respect to the intermediate damping assembly.

6. A transmission shaft intermediate support device as claimed in claim 4, characterized in that: The first cavity part and the second cavity part both include an outer rigid ring and an inner rigid ring, a flexible skeleton is provided between the inner rigid ring and the outer rigid ring, and a chamber is formed between the inner side of the flexible skeleton and the middle damping component.

7. A transmission shaft intermediate support device as claimed in claim 6, characterized in that: The outer periphery of the outer rigid ring and the outer frame is sleeved and fixed with a bracket mechanism to fix the entire transmission shaft intermediate support device to the vehicle body, and the inner rigid ring and the inner frame are used to sleeve on the outer periphery of the bearing outer ring and have an interference fit with the outer ring of the bearing.

8. A transmission shaft intermediate support device as claimed in claim 7, characterized in that: The support mechanism comprises a sleeve ring sleeved on the outer rigid ring and the outer circumference of the outer frame, the sleeve ring is interference fit with the outer rigid ring and the outer frame, a support is fixed on the outer circumference of the sleeve ring, and the support is used to be fixed to the bottom of the vehicle body.

9. A transmission shaft assembly, comprising a transmission shaft mechanism, characterized in that: The transmission shaft intermediate support device according to any one of claims 1 to 8 is sleeved and fixed to the outer periphery of the set position of the transmission shaft mechanism, and the transmission shaft intermediate support device is rotationally connected to the transmission shaft mechanism.

10. The transmission shaft assembly according to claim 9, characterized in that: The transmission shaft intermediate support device is rotatably connected to the transmission shaft mechanism via a bearing, and a sealing ring is provided between the transmission shaft intermediate support device and the transmission shaft mechanism.

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