Crumple type low-transmission-error transmission shaft

Abstract

The utility model relates to the technical field of transmission shafts, in particular to a crumple type low-transmission-error transmission shaft which comprises a constant-velocity joint bolt and a fixed constant-velocity universal joint, the constant-velocity joint bolt is assembled on the fixed constant-velocity universal joint, and the constant-velocity joint bolt is used for connecting the constant-velocity universal joint with a transmission flange. And the short spline shaft is connected with the fixed type constant velocity universal joint inner core wheel through a spline, and a collapsing pipe is welded on the short spline shaft. According to the crumple type low-transmission-error transmission shaft, the fixed constant-speed joints, the movable constant-speed joints and the flexible couplings are combined, in the process that the transmission shaft transmits torque at an included angle in high-speed rotation, it can be guaranteed that the output angular speed and the input angular speed are infinitely close to the equal angular speed, the transmission error is extremely small, and the transmission efficiency is high. In addition, the front-section shaft tube adopts a non-equal-diameter tube, and the tube automatically shrinks under the action pressure of strong axial force, so that the transmission shaft does not penetrate through the floor to injure passengers when a vehicle is collided due to an accident, and the practicability is high.

Description

Technical Field

[0001] The utility model relates to the technical field of drive shafts, in particular to a collapsible drive shaft with low transmission error. Background Technique

[0002] A drive shaft is an important component for transmitting power in an automotive transmission system. It consists of a shaft tube, a telescopic sleeve, and a universal joint, and is a rotating body with a high rotational speed and few supports. The function of the drive shaft is to transmit the power of the engine to the wheels together with the gearbox and the drive axle, so as to make the vehicle generate driving force. Automotive drive shafts are mainly used in models such as oil tank trucks, sprinkler trucks, sewage suction trucks, manure suction trucks, fire trucks, high-pressure cleaning trucks, road wreckers, aerial work platforms, and garbage trucks.

[0003] At present, the universal joint arrangements of two-section drive shafts are basically as follows: flexible couplings at both ends and a single cross joint in the middle: Although the structure is simple, it cannot meet the requirements of full-speed pure constant angular velocity transmission (that is, when the input end rotates at a constant angular velocity within one revolution, the output end does not rotate at a constant angular velocity within one revolution, but has fluctuations, which will affect the NVH performance of the transmission system), and the angles of each universal joint are restricted, and the drive shaft requires an axial telescopic spline; three constant velocity universal joints: Although it can achieve pure constant angular velocity transmission, the component cost and manufacturing cost of the drive shaft will increase, and the magnitude of the transmitted torque is restricted. It is difficult to find a suitable constant velocity universal joint for engines with high power and torque; three cross universal joints: Although widely used, the manufacturing is complex, but it is necessary to coordinate the phase angle between the universal joint forks and the equivalent angle of the drive shaft assembly in combination with the installation angle of the vehicle chassis to minimize the transmission error of the angular velocity of the drive shaft assembly. If it cannot be fully matched, there will be a problem of angular velocity transmission fluctuation; a combination of flexible couplings, cross joints, and constant velocity universal joints: It cannot achieve pure constant angular velocity transmission, and the universal joint angle is restricted; the tubes are all straight tubes without a collapsible function. Therefore, a collapsible drive shaft with low transmission error is needed to solve the above problems. Summary of the Utility Model

[0004] The purpose of the embodiments of the utility model is to provide a collapsible drive shaft with low transmission error, aiming to solve the problems mentioned in the background technique.

[0005] The embodiments of the utility model are implemented as follows. A collapsible drive shaft with low transmission error includes: an equal velocity joint bolt and a fixed constant velocity universal joint. The equal velocity joint bolt is assembled on the fixed constant velocity universal joint, and the equal velocity joint bolt is used to connect the constant velocity universal joint with the transmission flange; a short spline shaft, which is connected to the inner core wheel of the fixed constant velocity universal joint through splines, and a collapsible tube is welded on the short spline shaft.

[0006] Preferably, a long spline shaft is welded on the collapsible tube. The long spline shaft is connected with a mobile constant velocity universal joint through splines. A central bearing support assembly is installed on the bearing support surface of the long spline shaft. The central bearing support assembly is used to connect with the vehicle chassis to support the middle of the transmission shaft.

[0007] Preferably, a straight tube is welded on the side of the mobile constant velocity universal joint away from the long spline shaft. A flange is welded at one end of the straight tube away from the mobile constant velocity universal joint. A flexible coupling is equipped with coupling bolts. The coupling bolts are used to connect the flexible coupling and the flange. The flexible coupling can be connected with the flange of the vehicle rear drive axle through bolts.

[0008] The collapsible low transmission error transmission shaft provided by the utility model adopts a combination of a fixed constant velocity joint, a mobile constant velocity joint and a flexible coupling. During the process of the transmission shaft rotating at high speed with an angle to transmit torque, it can ensure that the output angular velocity and the input angular velocity are infinitely close to the same angular velocity, and the transmission error is extremely small, realizing low error transmission. In addition, the front shaft tube adopts a non-uniform diameter tube. Under the action of a strong axial force, the tube collapses by itself, so that when the vehicle is impacted in an accident, the transmission shaft will not penetrate the floor and hurt passengers, and it has strong practicability. Brief Description of the Drawings

[0009] Figure 1 It is a structural schematic diagram of a collapsible low transmission error transmission shaft.

[0010] In the drawings: 1 - constant velocity joint bolt, 2 - fixed constant velocity universal joint, 3 - short spline shaft, 4 - collapsible tube, 5 - support assembly, 6 - long spline shaft, 7 - mobile constant velocity universal joint, 8 - straight tube, 9 - flange, 10 - coupling bolt, 11 - flexible coupling. Detailed Embodiment

[0011] In order to make the purpose, technical solution and advantages of the present utility model clearer, the present utility model will be further described in detail below with reference to the drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present utility model and do not limit the present utility model.

[0012] The following describes the specific implementation of the present utility model in detail with specific embodiments.

[0013] Please refer to Figure 1 , a collapsible low transmission error transmission shaft provided by an embodiment of the present utility model, the collapsible low transmission error transmission shaft includes:

[0014] Constant velocity joint bolt 1 and fixed constant velocity universal joint 2, the constant velocity joint bolt 1 is assembled on the fixed constant velocity universal joint 2, and the constant velocity joint bolt 1 is used to connect the constant velocity universal joint 2 with the transmission flange; short spline shaft 3, which is connected to the inner core wheel of the fixed constant velocity universal joint 2 through splines, and a collapsible tube 4 is welded on the short spline shaft 3.

[0015] In the power drive system of an automobile, the drive shaft is generally a component connecting the transmission and the rear drive axle. This drive shaft is connected to the transmission flange through the constant velocity joint bolt 1. The constant velocity joint bolt 1 is installed on the fixed constant velocity universal joint 2, and it can form a certain angle on the vehicle (usually the working angle can reach 4°) to achieve constant angular velocity transmission. The fixed constant velocity universal joint 2 is connected to the collapsible tube 4 through the short spline shaft 3. The short spline shaft 3 is connected to the inner core wheel of the fixed constant velocity universal joint 2 through splines, and the other end of the short spline shaft 3 is connected to the collapsible tube 4 by welding. The collapsible tube 4 has unequal diameters along the axial direction and can collapse and shorten itself under huge axial pressure. For example, when the vehicle is impacted in a traffic accident, the drive shaft also receives a strong axial force. At this time, due to the unequal diameter structure of the tube, it will collapse by itself, so that the drive shaft will not penetrate the floor and harm passengers because of its collapsible function. This collapsible tube can usually collapse under an axial force of less than 8 tons.

[0016] As Figure 1 shown, as a preferred embodiment of the present invention, a long spline shaft 6 is welded on the collapsible tube 4. The long spline shaft 6 is connected to a movable constant velocity universal joint 7 through splines. A central bearing support assembly 5 is installed on the bearing support surface of the long spline shaft 6, and the central bearing support assembly 5 is used to connect with the vehicle chassis to support the middle of the drive shaft.

[0017] The collapsible tube 4 is connected to the movable constant velocity universal joint 7 through the long spline shaft 6. There is a bearing support surface on the long spline shaft 6, and the central bearing support assembly 5 is installed. It connects the vehicle chassis to achieve the middle support of the drive shaft. The long spline shaft 6 is connected to the collapsible tube 4 by welding, and the other end is connected to the movable constant velocity universal joint 7 through splines. The movable constant velocity universal joint 7 can not only form a certain angle (usually the working angle can reach 4°) to achieve constant angular velocity transmission, but also axially pull and press to move to compensate for the change in the length of the drive shaft during the movement of the vehicle on the vehicle, ensuring that the components of the drive system are not damaged by axial forces.

[0018] As Figure 1As shown in the figure, as a preferred embodiment of the present utility model, a straight pipe 8 is welded to the side of the movable constant velocity universal joint 7 away from the long spline shaft 6, and a flange 9 is welded to one end of the straight pipe 8 away from the movable constant velocity universal joint 7; a flexible coupling 11 is provided with coupling bolts 10 thereon, and the coupling bolts 10 are used to connect the flexible coupling 11 and the flange 9, and the flexible coupling 11 can be connected to the flange of the vehicle rear drive axle through bolts.

[0019] The movable constant velocity universal joint 7 is connected to the flange 9 through the straight pipe 8, and they are all welded connections. The flange 9 is connected to the flexible coupling 11 through the coupling bolts 10. The flexible coupling 11 can form an angle to achieve angular transmission. In addition, it can absorb the torsion and axial impact vibration of the transmission system to ensure smooth power transmission. The flexible coupling 11 can withstand mud and water impact without additional protection. The flexible coupling generally has 8 holes or 6 holes, and is selected accordingly according to the torque of the power system. The flexible coupling 11 is connected to the flange of the vehicle rear drive axle through bolts.

[0020] The above are only the preferred embodiments of the present utility model and are not intended to limit the present utility model. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included in the protection scope of the present utility model.

Claims

1. A collapsible low transmission error transmission shaft, comprising a constant velocity joint bolt and a fixed constant velocity universal joint, characterized in that: The constant velocity joint bolt is assembled on the fixed constant velocity universal joint, and the constant velocity joint bolt is used to connect the constant velocity universal joint with the transmission flange; A short spline shaft is connected to an inner core wheel of a fixed constant velocity universal joint through a spline, and a collapse tube is welded on the short spline shaft; A long spline shaft is welded on the collapse tube, and the long spline shaft is connected to a movable constant velocity universal joint through a spline. A central bearing bracket assembly is installed on the bearing support surface of the long spline shaft, and the central bearing bracket assembly is used to connect with the vehicle chassis to support the middle of the transmission shaft; A straight tube is welded on one side of the movable constant velocity universal joint away from the long spline shaft, and a flange is welded on one end of the straight tube away from the movable constant velocity universal joint; The flexible coupling is equipped with coupling bolts, which are used to connect the flexible coupling and the flange. The flexible coupling can be connected to the rear drive axle flange of the vehicle through the bolts.

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