Split type input shaft of rear-end constant mesh transmission

Abstract

In order to solve the problem that in the prior art, an integrated input shaft is large in production difficulty, the split type input shaft of the rear-end constant-meshing transmission is provided and comprises a first input shaft provided with an input end and a second input shaft provided with an output end, and the first input shaft and the second input shaft are connected through a spline. An outer spline is arranged on the side, away from the input end, of the first input shaft, an inner spline corresponding to the outer spline is arranged on the side, away from the output end, of the second input shaft, and the inner spline is installed in an inner cavity of the outer spline. Different requirements of input shaft splines of a main engine plant can be met by replacing the first input shaft, and convenience and flexibility are achieved.

Description

Technical Field

[0001] The utility model relates to the field of transmission devices, in particular to a split input shaft of a rear-end constant meshing transmission. Background Art

[0002] The rear-end constant mesh reduction structure transmission adopts multi-point bearing support. Usually, the forward gear can be arranged to up to 7 gears without a sub-box. It has the advantages of good rigidity of two parallel shafts, low assembly noise, and strong load-bearing capacity. The two parallel shafts are difficult to produce and manufacture, especially the input long shaft, which has a large aspect ratio, weak processing rigidity, large coaxial deformation after heat treatment, and it is difficult to ensure the accuracy of parts. In addition, the engines matched with the whole vehicles of domestic automobile companies have different power (horsepower) and interface form standards. There are different requirements for the spline and other connection forms of the transmission input shaft. The spline connection form of the front end of the integrated input shaft must be diversified, which brings greater difficulty to the transmission manufacturers in organizing production.

[0003] In order to solve the above problems, the Chinese utility model patent with patent number CN216922824U proposes an integrated transmission input shaft, including a main shaft, the main shaft includes an input end and an output end, the input end is connected to the clutch driven plate, and the output end is connected to the internal gear of the transmission; the output end is provided with an external gear and a gear spacer, and the gear spacer is arranged on the side of the output end close to the input end; the external gear and the gear spacer are arranged integrally with the output end. However, the utility model uses an integrated input shaft, and the front spline connection form must be diversified, which brings greater difficulty to the transmission manufacturer to organize production. Utility Model Content

[0004] The utility model mainly solves the problem that the production of an integrated input shaft in the prior art is relatively difficult, and provides a rear-end constant mesh transmission split input shaft.

[0005] The above technical problems of the utility model are mainly solved by the following technical solutions:

[0006] A rear-end constant mesh transmission split input shaft, characterized in that it includes a first input shaft with an input end and a second input shaft with an output end, the first input shaft and the second input shaft are connected by a spline, the first input shaft is provided with an external spline on a side away from the input end, the second input shaft is provided with an internal spline corresponding to the external spline on a side away from the output end, and the internal spline is installed in the inner cavity of the external spline. The utility model can meet different requirements of the host plant's input shaft spline by replacing the first input shaft, which is convenient and flexible.

[0007] As a preferred solution, an annular groove is provided on the outer side of one end of the second input shaft provided with an internal spline, so as to determine the installation position of the bearing.

[0008] As a preferred solution, the second input shaft is also provided with a bearing, which includes a retaining ring directly mounted on the second input shaft and a snap ring arranged close to the retaining ring, and the inner ring of the snap ring is installed in the annular groove to complete the installation of the bearing.

[0009] As a preferred solution, the side surfaces of the external spline are evenly provided with a plurality of external involutes, which can enhance the stability of the connection and effectively disperse and carry the torque and load transmitted by the input shaft.

[0010] As a preferred solution, the inner cavity side wall of the internal spline is provided with a plurality of inner involutes corresponding to the outer involutes, so as to enhance the stability of the connection and effectively disperse and carry the torque and load transmitted by the input shaft.

[0011] As a preferred solution, a conical cavity is also provided at the bottom end of the internal spline to effectively reduce vibration and impact during the transmission process.

[0012] As a preferred solution, the second input shaft is circumferentially provided with an external gear, so that power transmission is more efficient and stable.

[0013] As a preferred solution, an output flange is further provided at one end of the second input shaft away from the internal spline.

[0014] Therefore, the advantages of the utility model are:

[0015] 1. The different requirements of the input shaft spline of the main engine factory can be met by replacing the first input shaft, which is convenient and flexible. 2. The application of the split input shaft improves the qualified rate of finished products, brings convenience to production and management, and brings flexibility to the assembly of the transmission assembly, thus achieving the significant effects of low-carbon environmental protection, energy saving and emission reduction, cost reduction and efficiency improvement. 3. It reduces the difficulty of forging, machining, heat treatment and other processing processes, improves manufacturing accuracy, and reduces scrap rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a structural diagram of the utility model.

[0017] Figure 2 It is a structural diagram of the first input shaft of the utility model.

[0018] Figure 3 It is a structural diagram of the second input shaft of the utility model.

[0019] Figure 4 It is a complete structural diagram of the utility model.

[0020] Figure 5 yes Figure 4 Cross-sectional view of area A.

[0021] In the figure: 1, first input shaft; 2, second input shaft; 3, annular groove; 4, gear; 5, output flange; 6, bearing; 11, external spline; 21, internal spline; 22, cavity; 61, retaining ring; 62, snap ring. DETAILED DESCRIPTION

[0022] The technical solution of the utility model is further specifically described below through embodiments and in conjunction with the accompanying drawings.

[0023] Example:

[0024] The rear-end constant mesh reduction structure transmission adopts multi-point bearing support. Usually, the forward gear can be arranged to up to 7 gears without a sub-box. It has the advantages of good rigidity of two parallel shafts, low assembly noise, and strong load-bearing capacity. The two parallel shafts are difficult to produce and manufacture, especially the input long shaft, which has a large aspect ratio, weak processing rigidity, large coaxial deformation after heat treatment, and it is difficult to ensure the accuracy of parts. In addition, the engines matched by domestic automobile companies have different power (horsepower) and interface form standards. There are different requirements for the spline and other connection forms of the transmission input shaft. The spline connection form of the front end of the integrated input shaft must be diversified, which brings greater difficulty to the transmission manufacturer to organize production. For this reason, a split input shaft is invented, which allows the input long shaft to be processed separately, and is combined into one by the cooperation of the internal and external involute splines when assembling the transmission. Advantages: Reduce the difficulty of forging, machining, heat treatment and other processing processes, improve manufacturing accuracy, and reduce scrap rate. Different requirements for the input shaft spline of the OEM can be met by replacing the front spline key shaft, which is convenient and flexible, while the integrated input shaft can only be replaced by replacing the entire shaft to meet different spline connection requirements to cope with different engine interfaces of car companies. The application of the split input shaft improves the qualified rate of finished products, brings convenience to production and management, and brings flexibility to the assembly of the transmission assembly, thus achieving significant results in low-carbon environmental protection, energy saving and emission reduction, and cost reduction and efficiency improvement.

[0025] The present application provides a rear-end constant mesh transmission split input shaft, which is an innovation for the rear-end constant mesh transmission, including a first input shaft 1 provided with an input end and a second input shaft 2 provided with an output end, the first input shaft 1 and the second input shaft 2 are connected by splines, the first input shaft 1 is provided with an external spline 11 on the side away from the input end, and the second input shaft 2 is provided with an internal spline 21 corresponding to the external spline 11 on the side away from the output end, and the internal spline 21 is installed in the inner cavity of the external spline 11. The core purpose of this design is to improve manufacturing accuracy and flexibility to meet the requirements of different power and interface form standards on site. In the automotive industry, the transmission is an important part of the power transmission system, and its performance directly affects the driving experience, fuel economy and environmental impact of the whole vehicle. The traditional integrated input shaft design faces many challenges, especially when facing different models and different engine powers, flexible production and assembly solutions are required. Therefore, the split input shaft design provided in the present application solves the technical and market requirements that the traditional integrated input shaft is difficult to cope with in an innovative way.

[0026] First, as mentioned above, the design structure of the split input shaft allows the first input shaft 1 and the second input shaft 2 to be processed and assembled separately, and then the two are effectively coupled through precise spline connection. This split design significantly reduces the complexity of processing and assembly, reduces the scrap rate in the manufacturing process, and improves the production efficiency and quality stability of the product. Especially when dealing with the manufacturing difficulties of the input long shaft, the split design significantly reduces the thermal deformation and coaxiality problems in the processing process, thereby improving the manufacturing accuracy of the parts.

[0027] Secondly, another advantage of the split input shaft is its adaptability and flexibility. Since modern automobile manufacturing has different requirements for different engine power and interface form standards, the integrated input shaft often requires more design and production adjustments to adapt to these changes. In contrast, the split input shaft can achieve flexible adaptation to different models and engine interfaces by replacing the spline shaft segments with different designs, which provides automobile manufacturers with greater production and market competitive advantages.

[0028] In addition, the application of the split input shaft can further optimize the driving performance and fuel economy of the vehicle. By reducing the friction loss and noise of the transmission system and improving the power transmission efficiency, this design not only meets the requirements of today's automotive industry for energy conservation, environmental protection and low carbon emissions, but also provides consumers with a more comfortable and reliable driving experience.

[0029] In summary, the split input shaft design provided by this application not only solves many problems in the manufacturing and application of the traditional integrated input shaft, but also provides a new technical path and solution for optimizing the performance and improving the production efficiency of automobile transmissions. Its innovative design ideas and practical application effects indicate that there will be more extensive application and development space in the field of automobile manufacturing in the future, thereby promoting the entire industry to move towards a more intelligent, efficient and environmentally friendly direction.

[0030] The second input shaft 2 is provided with an annular groove 3 on the outer side of one end of the inner spline 21, and these grooves are designed for installing bearings. The bearing system plays a key supporting and friction-reducing role in the transmission, which can significantly affect the efficiency and life of the entire transmission system. Specifically, the second input shaft 2 is also provided with a bearing 6, which includes a retaining ring 61 directly mounted on the second input shaft 2 and a snap ring 62 arranged close to the retaining ring 61, and the inner ring of the snap ring 62 is installed in the annular groove 3. They ensure stability and durability under high-speed rotation and high-load conditions through precise matching and installation. The retaining ring 61 is directly mounted on the second input shaft 2, and the snap ring 62 adjacent to the retaining ring 61 is arranged inside the annular groove 3 to ensure that its inner ring ensures that the bearing 6 will not be damaged or fail due to axial movement when running at high speed. The structural design of the split input shaft takes into account the requirements of manufacturing accuracy and assembly efficiency. Compared with the traditional integrated input shaft, the split design can more flexibly respond to changes in requirements for different configurations. By adjusting the installation position and specifications of splines and bearings, manufacturers can customize different versions of transmissions according to specific market requirements to provide a superior experience and more efficient power transmission efficiency.

[0031] In addition, the split input shaft can also reduce costs and improve production efficiency during the manufacturing process. The separated design structure makes the processing and inspection process of each component simpler and more accurate, reducing the scrap rate and cost waste in the manufacturing process. At the same time, the standardized bearing and snap ring 62 design can further simplify the assembly process and shorten the production cycle, thereby improving overall production efficiency and capacity utilization.

[0032] In the context of increasingly fierce industry competition, technological innovation has become one of the important ways for companies to improve their competitiveness and market share. The introduction of the split input shaft design not only demonstrates the practical application of technological innovation, but also provides new directions and possibilities for the future development of industry. With the popularization of hybrid technology, the requirements for transmission efficiency and reliability will be further improved. As an efficient and reliable design solution, the split input shaft will play an important role in this trend.

[0033] In summary, the split input shaft design, through its innovative structure and application advantages, not only brings new technical standards to the manufacturing industry, but also provides consumers with a more reliable and efficient experience. With the continuous advancement of technology and changes in market demand, the split input shaft is expected to play a greater role in the future industry and promote the entire industry to develop in a more intelligent and sustainable direction.

[0034] The side of the external spline 11 is evenly provided with a number of external involutes, and this design feature is of great significance in the structure of the split input shaft. As one of the key components of the automobile transmission, the design and manufacture of the split input shaft directly affect the performance, reliability and life of the transmission. In this design, the role of the external involute of the external spline 11 is not only to enhance the stability of the connection, but also to effectively disperse and carry the torque and load transmitted by the input shaft, thereby ensuring the stability and reliability of the entire transmission system. The inner cavity side wall of the internal spline 21 is provided with a number of internal involutes corresponding to the external involutes. This symmetrical design not only ensures the close fit between the external spline 11 and the internal spline 21, but also provides excellent transmission efficiency under high-speed rotation and high-load conditions. The application of the internal involute effectively reduces the friction loss and noise during meshing, and at the same time enhances the axial stability, which is particularly critical for improving the overall performance of the transmission. The bottom end of the internal spline 21 is also provided with a conical cavity 22. This design is not only conducive to the installation and position fixation of the bearing, but also effectively reduces the vibration and impact during the transmission process, further improving the service life and operational stability of the transmission. The conical cavity 22 has a good self-positioning function during the assembly process, making the assembly of the overall structure easier and more accurate, which is beneficial to improving production efficiency and controlling quality.

[0035] The split input shaft design not only focuses on the precise matching and functional optimization of each component, but also conducts in-depth optimization and research on material selection and processing technology. For example, high-strength alloy steel is used to manufacture the external spline 11 and the internal spline 21 to improve their wear resistance and anti-twisting ability; at the same time, advanced CNC processing technology and precision measuring equipment are used to ensure that the size of each key component is accurate to the micron level to meet the stable operation requirements of the transmission under high-speed rotation and high-load conditions.

[0036] Against the backdrop of rapid industrial development and increasingly fierce technological competition, the split input shaft design represents cutting-edge innovation in the field of transmission technology. In summary, the split input shaft design of this application is not only a symbol of technological innovation, but also an important driving force for industrial progress. Through optimized structural design, precision manufacturing and advanced material application, it has made positive contributions to the performance improvement, service life extension and energy efficiency improvement of the transmission, and heralds a more flexible and sustainable development direction for future transmission technology.

[0037] The second input shaft 2 plays a vital role in the automobile transmission. Its design is not only related to the efficiency and performance of the transmission system, but also directly affects the driving experience and durability of the vehicle. The second input shaft 2 is circumferentially provided with a gear 4. First, as a core component of the transmission, the second input shaft 2 has the function of transmitting power from the engine to the wheels. The setting of the gear 4 plays a key role in this process. Their engagement with the internal gears makes the power transmission more efficient and smooth. The gear 4 is usually designed as an involute tooth shape. This design not only reduces noise and vibration, but also can withstand greater torque, improving the durability and reliability of the transmission. Secondly, an output flange 5 is also provided at one end of the second input shaft 2 away from the internal spline 21. This output flange 5 is connected to the second input shaft 2 through an internal mechanism to directly transmit power to the vehicle's transmission system. The design of the output flange 5 takes into account its load-bearing capacity, speed and installation requirements to ensure reliable operation under various working conditions. Common output flange 5 designs include precise threaded connections and bearing supports to provide stable rotation and ensure driving efficiency.

[0038] In practical applications, the design of the second input shaft 2 also needs to take into account the overall transmission layout and space constraints. Through precise 3D modeling and digital simulation, engineers are able to optimize the shape and position of each component to ensure the compactness and performance optimization of the overall assembly. This comprehensive consideration includes not only the meshing angle and distance of the external gears, but also the friction loss of the internal bearings and the effective supply of lubricating oil, thereby minimizing energy loss and component wear and improving the efficiency of overall power transmission.

[0039] In addition, the manufacturing process of the second input shaft 2 is also one of the key factors in optimizing its performance. Modern manufacturing technologies such as CNC machining, precision grinding and surface treatment can not only achieve high-precision control of part dimensions, but also improve surface quality and reduce manufacturing defects, thereby improving the wear resistance and running stability of parts.

[0040] In summary, the second input shaft 2 is a key component, and its circumferentially arranged gear 4 and the output flange 5 at the end are designed to demonstrate the highest level of modern engineering technology. By optimizing gear design, material selection, heat treatment and manufacturing process, engineers are constantly improving the performance and reliability of the second input shaft 2, thereby promoting the development of industry towards a more efficient and environmentally friendly future.

[0041] The specific embodiments described herein are merely examples of the spirit of the present invention. Those skilled in the art may make various modifications or additions to the specific embodiments described or replace them in similar ways, but they will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. A rear-end constant mesh transmission split input shaft, characterized in that: The invention comprises a first input shaft provided with an input end and a second input shaft provided with an output end, wherein the first input shaft and the second input shaft are connected via a spline, an external spline is provided on a side of the first input shaft away from the input end, an internal spline corresponding to the external spline is provided on a side of the second input shaft away from the output end, and the internal spline is installed in an inner cavity of the external spline.

2. A rear-end constant mesh transmission split input shaft according to claim 1, characterized in that: An annular groove is disposed on the outer side of one end of the second input shaft provided with an internal spline.

3. A rear-end constant mesh transmission split input shaft according to claim 2, characterized in that: The second input shaft is further provided with a bearing, and the bearing comprises a retaining ring directly mounted on the second input shaft and a snap ring arranged close to the retaining ring, and the inner ring of the snap ring is mounted in the annular groove.

4. A rear-end constant mesh transmission split input shaft according to claim 1, characterized in that: A plurality of external involutes are evenly arranged on the side surfaces of the external spline.

5. A rear-end constant mesh transmission split input shaft according to claim 4, characterized in that: The inner cavity side wall of the internal spline is provided with a plurality of inner involutes corresponding to the outer involutes.

6. A rear-end constant mesh transmission split input shaft according to claim 1, characterized in that: The bottom end of the internal spline is also provided with a conical cavity.

7. A rear-end constant mesh transmission split input shaft according to claim 1, characterized in that: A shift gear is disposed on the circumference of the second input shaft.

8. A rear-end constant mesh transmission split input shaft according to claim 1, 6 or 7, characterized in that: An output flange is also provided at one end of the second input shaft away from the internal spline.

Images