Half shaft with end face spline and detection method
By setting a centering cylindrical surface and a wave spring base on the transmission half-shaft, combined with O-rings and detection methods, the problems of difficult end face spline assembly and incorrect meshing were solved, achieving accurate centering and correct meshing between the half-shaft and the wheel hub bearing, thus improving the performance stability of new energy vehicles.
Patent Information
- Application Number
- CN202511562160.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-29
- Publication Date
- 2025-12-12
AI Technical Summary
In the existing technology, the assembly of end face splines is difficult, centering is difficult, there is a risk of incorrect meshing during assembly, and there is a lack of effective detection methods, which leads to unstable vehicle performance.
A centering cylindrical surface and a wave spring base are set on the transmission half shaft. Wave springs and O-rings are used to ensure the alignment and sealing of the half shaft and the hub bearing. The detection method is designed to determine the meshing state of the end face spline by using a servo motor.
It achieves accurate alignment of the half-shaft and hub bearing, prevents assembly misalignment and corrosion, ensures correct meshing of end face splines, provides an effective inspection method, and reduces assembly risks and vehicle performance instability.
Smart Images
Figure CN121105604A_ABST
Abstract
Description
Technical Field
[0001] This invention belongs to the field of new energy vehicle technology, specifically relating to a half-shaft with end face splines and a detection method. Background Technology
[0002] The development of end-face spline technology aims to help automakers reduce CO2 emissions and improve the electric efficiency of new energy vehicles. Combined with an axial drive system and a modified driveshaft, it enables:
[0003] 1) The transmission torque is increased by 50%, which can bring high torque with low loss, effectively helping new energy vehicles improve their electric efficiency;
[0004] 2) End-face splined hub bearings can also help enhance vehicle driving power;
[0005] 3) The assembly process is simplified, reducing the difficulty of later maintenance;
[0006] 4) Completely solves the problem of abnormal noise during start-up caused by the clearance of ordinary internal and external spline fit.
[0007] Nowadays, new energy vehicles are generally heavier than fuel vehicles. To achieve fast start-up and lower power loss during driving, wheel bearings need to provide high torque. End face spline wheel bearings provide a perfect solution, delivering high torque with low loss.
[0008] However, during the actual assembly process, it was found that the assembly of the end face spline was quite difficult. Due to the misalignment of the bolts and half shaft, the alignment of the end face spline became a problem, which increased the assembly difficulty. At the same time, there was a risk of tooth tipping during each assembly, which could lead to tooth breakage failure on the whole vehicle.
[0009] Currently, there is no centering half-shaft, and existing technologies use variable cross-section cylindrical helical springs for bolt pre-tightening, while adding a cylindrical nut as a centering device. Some technologies directly eliminate the variable cross-section cylindrical helical spring and the centering cylindrical nut. The variable cross-section spring has a large pre-tightening space, and the cylindrical nut can only ensure that the bolt is not skewed, but cannot guarantee the centering of the half-shaft. Before the bolt is properly engaged, the half-shaft cannot be accurately centered. Furthermore, the large cylindrical nut increases the weight of the wheel hub bearing assembly, failing to achieve the weight reduction effect. Moreover, after assembly, there is no good inspection method for the existing solutions, which poses a risk of incorrect meshing. Summary of the Invention
[0010] The purpose of this invention is to provide a half-shaft with end face splines and a detection method to solve the problems existing in the above-mentioned background art.
[0011] To achieve the above objectives, this application employs the following technical solution:
[0012] A half-shaft with end face splines is provided. On the conventional transmission half-shaft, there is a cylindrical centering device. A wave spring base is provided at the end of the transmission half-shaft near the hub bearing. A wave spring is provided on the wave spring base. The locking bolt passes through the hub bearing, the wave spring, and the wave spring base in sequence and is connected to the transmission half-shaft, so that the end face splines of the hub unit and the transmission half-shaft are closely clamped.
[0013] Furthermore, an O-ring is provided on the drive half-shaft. During assembly, the drive half-shaft is inserted into the wheel hub bearing, and the O-ring is interference-fitted with the wheel hub bearing.
[0014] A method for detecting the above-mentioned transmission half-shaft includes the following steps:
[0015] S1. After the clamping device clamps the transmission half shaft, the damping torque T1 acting on the transmission half shaft keeps the transmission half shaft stationary.
[0016] S2. Determine the end face spline meshing transmission torque T2;
[0017] S3. Detect torque, output constant rotational torque value, drive the brake disc to rotate and transmit the torque through the installed end face spline to the transmission half shaft;
[0018] S3, the servo motor receives the feedback torque T31 from the reaction torque of the brake disc, and determines:
[0019] If T31 > T21, and the set time is maintained in both directions, it is determined that the transmission half-shaft and the hub unit are correctly meshed.
[0020] If T31≤T21, or if the forward and reverse directions do not continue for the set time, it is determined that the transmission half shaft and the hub unit are not meshing correctly.
[0021] Furthermore, in step S2, the end face spline engagement transmission torque T2 includes the following three cases:
[0022] S21, the transmission half-shaft and the end face spline of the hub unit are correctly engaged, T2 = the maximum transmission torque Tmax of the end face spline designed for the transmission half-shaft;
[0023] S22. When the spline tooth tip of the transmission half-shaft and the end face of the hub unit are aligned, T2 = frictional torque T21 of tooth tip sliding against tooth tip;
[0024] S23. When the transmission half-shaft and the end face spline of the hub unit do not mesh, T2=0.
[0025] Furthermore, the principle for detecting and judging the spline on the end face of the transmission half-shaft and the hub unit is T1>T3>t21.
[0026] Furthermore, in step S3, the time is set to ≥1.1s.
[0027] The beneficial effects of this invention are:
[0028] This invention designs a half-shaft with a centering cylindrical surface, which allows for better centering of the half-shaft and the hub bearing, preventing misalignment during assembly. The half-shaft also features an O-ring for sealing, preventing moisture ingress and corrosion of the end splines. Furthermore, a wave spring and its base are designed to increase the preload on the locking bolts, preventing loosening and ensuring the end splines between the hub unit and the half-shaft remain firmly clamped, guaranteeing proper engagement.
[0029] Meanwhile, a detection and evaluation method for detecting incorrect meshing of end face splines was designed, and the correct meshing of end face splines was detected again by the equipment. Attached Figure Description
[0030] Figure 1 This is a schematic diagram of the spline connection and clamping method between the wheel hub bearing and the transmission half shaft end face of the present invention.
[0031] Figure 2 The diagram shows the meshing state of the hub bearing and the spline on the end face of the transmission half shaft, where state a) is correct meshing, state b) is incorrect meshing of tooth tip to tooth tip, and state c) is no meshing.
[0032] Figure 3 This is a detection system for the spline meshing of wheel hub bearings and drive half-shaft end faces.
[0033] Explanation of reference numerals in the attached figures:
[0034] 1. Hub bearing; 2. Wave spring; 3. Locking bolt; 4. Wave spring base; 5. O-ring; 6. Drive half shaft; 10. Clamping device; 20. Drive device; 30. Feedback device. Detailed Implementation
[0035] The technical solution of the present invention will be described in detail below with reference to the accompanying drawings. The following embodiments are merely exemplary and can only be used to explain and illustrate the technical solution of the present invention, and should not be construed as limiting the technical solution of the present invention.
[0036] like Figures 1 to 3 As shown, this application provides a transmission half-shaft with a centering cylindrical surface, which allows for better centering of the transmission half-shaft and the hub bearing, preventing misalignment during assembly. The transmission half-shaft also features an O-ring for sealing, preventing moisture ingress and corrosion of the end splines. Furthermore, a wave spring and its base are designed to increase the preload on the locking bolts, preventing loosening. This design also ensures that the end splines between the hub unit and the transmission half-shaft are always tightly clamped, guaranteeing proper spline engagement.
[0037] Meanwhile, a detection and evaluation method for detecting incorrect meshing of end face splines was designed, and the correct meshing of end face splines was detected again by the equipment.
[0038] This application provides a transmission half-shaft with end face splines. A cylindrical centering device is provided on the conventional transmission half-shaft, and a wave spring base 4 is provided at the end of the transmission half-shaft 6 near the hub bearing 1. A wave spring 2 is provided on the wave spring base 4. The locking bolt 3 passes through the hub bearing 1, the wave spring 2, and the wave spring base 4 in sequence and is connected to the transmission half-shaft 6, so that the end face splines between the hub unit and the transmission half-shaft are closely clamped.
[0039] In this application, an O-ring 5 is provided on the transmission half-shaft. During assembly, the transmission half-shaft is inserted into the wheel hub bearing. The O-ring and the wheel hub bearing are interference-fitted with a small amount of interference. After the transmission half-shaft is inserted, it is not easy for the transmission half-shaft to come off, ensuring the alignment of the transmission half-shaft and the wheel hub bearing. Then, the bolts are pre-tightened, and the brake disc is rotated at the same time to confirm that the transmission half-shaft and the brake disc are synchronized. Then, the bolts are pre-tightened until they fit together.
[0040] This application provides a method for detecting the aforementioned transmission half-shaft, comprising the following steps:
[0041] S1. After the clamping device clamps the transmission half shaft, the damping torque T1 acting on the transmission half shaft keeps the transmission half shaft stationary.
[0042] S2. Determine the end face spline meshing transmission torque T2;
[0043] S3. Detect torque, output constant rotational torque value, drive the brake disc to rotate and transmit the torque through the installed end face spline to the transmission half shaft;
[0044] S3, the servo motor receives the feedback torque T31 from the reaction torque of the brake disc, and determines:
[0045] If T31 > T21, and the set time is maintained in both directions, it is determined that the transmission half-shaft and the hub unit are correctly meshed.
[0046] If T31≤T21, or if the forward and reverse directions do not continue for the set time, it is determined that the transmission half shaft and the hub unit are not meshing correctly.
[0047] In this application, step S2, the end face spline meshing transmission torque T2 includes the following three cases:
[0048] S21, the transmission half-shaft and the end face spline of the hub unit are correctly engaged, T2 = the maximum transmission torque Tmax of the end face spline designed for the transmission half-shaft;
[0049] S22. When the spline tooth tip of the transmission half-shaft and the end face of the hub unit are aligned, T2 = frictional torque T21 of tooth tip sliding against tooth tip;
[0050] S23. When the transmission half-shaft and the end face spline of the hub unit do not mesh, T2=0.
[0051] In this application, the principle for determining the spline detection of the end face of the transmission half shaft and the hub unit is T1>T3>t21.
[0052] In this application, in step S3, the time is set to ≥1.1s.
[0053] The above are preferred embodiments of the present invention. The basic principles and advantages of the present invention have been shown and described above. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are only illustrative of the principles of the present invention. Various changes and modifications can be made to the present invention without departing from the spirit and scope of the present invention. All such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.
Claims
1. A half-shaft with an end face spline, characterized in that, A cylindrical centering device is installed on the conventional drive half-shaft, and a wave spring base is installed at the end of the drive half-shaft near the hub bearing. A wave spring is installed on the wave spring base. The locking bolt passes through the hub bearing, the wave spring, and the wave spring base in sequence and is connected to the drive half-shaft, so that the spline of the end face between the hub unit and the drive half-shaft is fitted and clamped.
2. The half-shaft with end face spline according to claim 1, characterized in that, An O-ring is installed on the drive half-shaft. During assembly, the drive half-shaft is inserted into the wheel hub bearing, and the O-ring is interference-fitted with the wheel hub bearing.
3. A method for detecting the transmission half-shaft as described in claim 1 or 2, characterized in that, Includes the following steps: S1. After the clamping device clamps the transmission half shaft, the damping torque T1 acting on the transmission half shaft keeps the transmission half shaft stationary. S2. Determine the end face spline meshing transmission torque T2; S3. Detect torque, output constant rotational torque value, drive the brake disc to rotate and transmit the torque through the installed end face spline to the transmission half shaft; S3, the servo motor receives the feedback torque T31 from the reaction torque of the brake disc, and determines: If T31 > T21, and the set time is maintained in both directions, it is determined that the transmission half-shaft and the hub unit are correctly meshed. If T31≤T21, or if the forward and reverse directions do not continue for the set time, it is determined that the transmission half shaft and the hub unit are not meshing correctly.
4. The method for detecting the transmission half-shaft according to claim 3, characterized in that, In step S2, the end face spline meshing transmission torque T2 includes the following three cases: S21, the transmission half-shaft and the end face spline of the hub unit are correctly engaged, T2 = the maximum transmission torque Tmax of the end face spline designed for the transmission half-shaft; S22. When the spline tooth tip of the transmission half-shaft and the end face of the hub unit are aligned, T2 = frictional torque T21 of tooth tip sliding against tooth tip; S23. When the transmission half-shaft and the end face spline of the hub unit do not mesh, T2=0.
5. The method for detecting the transmission half-shaft according to claim 3, characterized in that, The principle for judging the spline detection of the end face of the transmission half shaft and the hub unit is T1>T3>t21.
6. The method for detecting a transmission half-shaft according to claim 3, characterized in that, In step S3, the time is set to ≥1.1s.