Gear type multifunctional driving shaft assembly

Abstract

The utility model discloses a gear type multifunctional driving shaft assembly. The driving shaft assembly mainly solves the problem that in a transmission structure of a conventional driving shaft assembly, a fixed joint conducts transmission through a spline on a half shaft, and the anti-fatigue capacity is not high. The transmission device is characterized by further comprising transmission teeth (211) which are arranged on the circumferential outer wall of the shell and used for being meshed with the inner wall of an inner ring (91) of a brake to transmit torque; and the ABS sensing head (93) is arranged opposite to an ABS sensing head (93) on an outer ring (92) of the brake. According to the gear type multifunctional driving shaft assembly, a traditional fixed end outer ball cage rod spline is changed into a gear structure, the gear structure is tightly matched with an inner gear on the inner side of a brake for use, the power output performance is high, the risk that the driving shaft assembly shakes during high-speed operation is effectively reduced, and the fatigue resistance of the driving shaft assembly is further improved.

Description

Technical Field

[0001] The utility model relates to the field of automobile parts, in particular to a gear-type multifunctional drive shaft assembly. Background Art

[0002] With the continuous development of the automobile industry, people have higher and higher requirements for the performance of automobiles. In order to make the output shaft and the input shaft in the same plane rotate at the same speed, a constant velocity universal joint drive shaft assembly with double universal joint transmission is often used in the automobile transmission system. The constant velocity universal joint drive shaft assembly is a power transmission device between the automobile engine and the drive wheel, which is used to provide the traction and vehicle speed required by the automobile under various working conditions, and at the same time, the two can be coordinated and have a sufficient range of change to ensure that the left and right drive wheels of the automobile can adapt to the differential requirements. Therefore, the performance and quality of the constant velocity universal joint drive shaft assembly directly affect the vehicle performance and driving safety of the automobile. In the prior art, the structure of the constant velocity universal joint drive shaft assembly is generally as follows: one end is a fixed ball cage universal joint, the other end is a mobile joint telescopic ball cage universal joint, and the middle is an intermediate shaft connecting the fixed joint and the mobile joint. Among them, the fixed joint is mainly composed of accessories such as a bell shell, a cage, a steel ball, and a star sleeve, and the mobile joint is composed of an outer shell and accessories such as a cage, a steel ball, and a star sleeve.

[0003] In conventional transmission structures, the fixed joint is transmitted through the splines on the half-shaft, and its fatigue resistance is not strong. Utility Model Content

[0004] In order to overcome the shortcomings of the background technology, the utility model provides a gear-type multifunctional drive shaft assembly, which mainly solves the problem that in the transmission structure of the conventional drive shaft assembly, the fixed joint is transmitted through the spline on the half shaft and the fatigue resistance is not strong.

[0005] The technical solution of the utility model is:

[0006] A gear-type multifunctional drive shaft assembly includes an intermediate shaft, one end of the intermediate shaft is provided with a first universal joint, and the other end is provided with a second universal joint, one end of the first universal joint is connected to a bearing unit, the first universal joint includes a housing, and further includes

[0007] The transmission teeth are arranged on the circumferential outer wall of the housing and are used for meshing with the inner wall of the inner ring of the brake to transmit torque; and are arranged opposite to the ABS induction head on the outer ring of the brake.

[0008] The shell is also provided with a connecting rod, and a bearing is provided on the circumferential outer wall of the connecting rod.

[0009] The connecting rod is provided with a self-locking nut, and the self-locking nut is used for tightening the connecting rod and the inner ring of the brake.

[0010] The circumferential outer wall of the housing is also provided with a guard ring, and part of the guard ring is used to cover the outside of the gap between the housing and the outer ring of the brake.

[0011] The bearing is a deep groove ball bearing.

[0012] The second universal joint comprises a second shell, the shell is axially provided with a through slot, the inner wall of the through slot is provided with a channel, the portion of the intermediate shaft extending into the through slot is provided with a star sleeve, a retaining frame is provided in the through slot, a ball is provided on the retaining frame, and the ball cooperates with the channel.

[0013] The second shell is provided with an elastic retaining ring, which is arranged outside the rolling ball to prevent it from falling out.

[0014] The beneficial effects of the utility model are as follows: the utility model provides a gear-type multifunctional drive shaft assembly, which changes the traditional fixed-end outer ball cage rod spline into a gear structure, and is used in close cooperation with the inner gear on the inner side of the brake. It has strong power output, effectively reduces the risk of jitter of the drive shaft assembly during high-speed operation, and also improves the fatigue resistance of the drive shaft assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a cross-sectional schematic diagram of an embodiment of the utility model.

[0016] Figure 2 This is a schematic diagram of an embodiment of the utility model being installed with a brake bearing.

[0017] Figure 3 This is a partial explosion diagram of an embodiment of the utility model.

[0018] Figure 4 for Figure 1 A magnified schematic diagram of center A. DETAILED DESCRIPTION

[0019] The utility model is further described below in conjunction with the accompanying drawings: As shown in the figure, a gear-type multifunctional drive shaft assembly includes an intermediate shaft 1, one end of the intermediate shaft is provided with a first universal joint 2, and the other end is provided with a second universal joint 3, one end of the first universal joint is connected to a bearing unit 4, the first universal joint includes a housing 21, and also includes a transmission tooth 211, which is provided on the circumferential outer wall of the housing and is used to mesh with the inner wall of the inner ring 91 of the brake to transmit torque; and is arranged opposite to the ABS sensor head 93 on the outer ring 92 of the brake. It should be noted that the inner ring of the brake is also provided with teeth that match the transmission teeth, which has strong power transmission and large bearing capacity, and can play an anti-impact role under complex road conditions, and the inner and outer gears are closely matched, which reduces the phenomenon of abnormal noise when the car starts or reverses, and has strong bearing capacity, high transmission efficiency, stable transportation, and low noise during maximum swing angle operation.

[0020] In this embodiment, as shown in the figure, a connecting rod is further provided on the housing, and a bearing 221 is provided on the circumferential outer wall of the connecting rod.

[0021] In this embodiment, as shown in the figure, the connecting rod is provided with a self-locking nut 223, which is used to tighten the connecting rod and the inner ring of the brake. The external thread of the universal joint rod is used in conjunction with the self-locking nut. The design of the external ball cage rod reduces the space for cooperation with the brake, reduces the weight of the brake itself, and the fixed end universal joint, under the function of the self-locking nut, also improves the risk of loosening, effectively improves the performance of the drive shaft, and protects the safety of the car during driving.

[0022] In this embodiment, as shown in the figure, the outer circumferential wall of the housing is further provided with a retaining ring 24, part of which is used to cover the outside of the gap 95 between the housing and the brake outer ring. Sludge may enter the gear in this gap, and the retaining ring can greatly reduce the possibility of entry.

[0023] In this embodiment, as shown in the figure, the bearing is a deep groove ball bearing, which increases the support function of the deep groove ball bearing, reduces the bearing capacity of the gear part, and effectively reduces the shaking of the outer ball cage during operation, and the abnormal noise when the car starts and reverses.

[0024] In this embodiment, as shown in the figure, the second universal joint includes a second shell 31, the shell is axially provided with a through slot, the inner wall of the through slot is provided with a groove, the portion of the intermediate shaft extending into the through slot is provided with a star sleeve 34, the through slot is provided with a retaining frame 32, the retaining frame is provided with a ball, and the ball cooperates with the groove.

[0025] In this embodiment, as shown in the figure, the second shell is provided with an elastic retaining ring 33, which is arranged outside the ball to prevent it from falling out.

[0026] In the description of the present invention, it should be understood that the terms "length", "width", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention.

[0027] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present utility model, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0028] The embodiments described with reference to the accompanying drawings are exemplary and intended to be used to explain the present invention, but should not be understood as limiting the present invention. The embodiments should not be regarded as limiting the present invention, but any improvements based on the spirit of the present invention should be within the scope of protection of the present invention.

Claims

1. A gear-type multifunctional drive shaft assembly, comprising an intermediate shaft (1), one end of the intermediate shaft being provided with a first universal joint (2), and the other end being provided with a second universal joint (3), one end of the first universal joint being connected with a bearing unit (4), the first universal joint comprising a housing (21), characterized in that: Also includes The transmission teeth (211) are arranged on the circumferential outer wall of the housing and are used to mesh with the inner wall of the inner ring (91) of the brake to transmit torque; and are arranged opposite to the ABS sensor head (93) on the outer ring (92) of the brake.

2. The gear-type multifunctional drive shaft assembly according to claim 1, characterized in that: The housing is also provided with a connecting rod, and a bearing (221) is provided on the circumferential outer wall of the connecting rod.

3. The gear-type multifunctional drive shaft assembly according to claim 2, characterized in that: The connecting rod is provided with a self-locking nut (223), and the self-locking nut is used to tighten the connecting rod and the inner ring of the brake.

4. The gear-type multifunctional drive shaft assembly according to claim 3, characterized in that: The circumferential outer wall of the housing is also provided with a retaining ring (24), and part of the retaining ring is used to cover the outside of the gap (95) between the housing and the outer ring of the brake.

5. The gear-type multifunctional drive shaft assembly according to claim 4, characterized in that: The bearing is a deep groove ball bearing.

6. The gear-type multifunctional drive shaft assembly according to claim 5, characterized in that: The second universal joint comprises a second housing (31), the housing being axially provided with a through slot, the inner wall of the through slot being provided with a channel, the portion of the intermediate shaft extending into the through slot being provided with a star sleeve (34), the through slot being provided with a retaining frame (32), the retaining frame being provided with a rolling ball, and the rolling ball being matched with the channel.

7. The gear-type multifunctional drive shaft assembly according to claim 6, characterized in that: The second shell is provided with an elastic retaining ring (33), which is arranged outside the rolling ball to prevent it from falling out.

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