Integrated transmission shaft assembly

Abstract

The utility model provides a one-piece transmission shaft assembly, which relates to the field of transmission shafts, and adopts the technical scheme that the one-piece transmission shaft assembly comprises a transmission shaft component I and a transmission shaft component II, the transmission shaft component I is connected with the transmission shaft component II through a universal joint component, and the transmission shaft component I comprises a connecting shaft; the first transmission shaft assembly comprises a connecting shaft, the end portion of the connecting shaft is connected with a first universal joint fork, the connecting shaft and the first universal joint fork are of an integrated structure, the second transmission shaft assembly comprises a second universal joint fork, and the first universal joint fork and the second universal joint fork are both rotationally connected with the first universal joint assembly. According to the utility model, the connection with the universal joint through a bolt is avoided, the uniform stress of the universal joint is ensured, and the occurrence of abrasion and pitting corrosion is reduced or delayed.

Description

Technical Field

[0001] The utility model relates to the field of transmission shafts, in particular to a one-piece transmission shaft assembly. Background Art

[0002] Trucks, dump trucks and some special vehicles have a long wheelbase. In this case, if a single drive shaft is used for transmission, on the one hand, it means that the shaft tube needs to be lengthened, which makes it easier for the shaft tube to bend and twist off; on the other hand, when the car is driving on ups and downs, the power transmission will not be a straight line, which requires the drive shaft to be able to transmit torque and speed at a certain deflection angle. In the case of single-axis long-distance power transmission, the drive shaft lacks the corresponding rotation flexibility, which is more likely to cause stress concentration, resulting in drive shaft fracture.

[0003] In the prior art, in order to improve the overall performance of the transmission shaft, a transmission shaft assembly is provided, including an intermediate transmission shaft, a universal joint sleeve, a first universal joint and a telescopic transmission shaft which are sequentially arranged and connected; the universal joint sleeve is provided with two and is respectively sleeved on the two ends of the first shaft on the first universal joint, the two universal joint sleeves are detachable and connected to the connecting plate at the output end of the intermediate transmission shaft through four connecting bolts, the two ends of the second shaft on the first universal joint are connected to the telescopic connecting shaft fork at the input end of the telescopic transmission shaft, and the intermediate transmission shaft includes an input flange, a second universal joint, a first universal joint fork which are sequentially arranged , an intermediate connecting shaft, a connecting plate, and a first shaft tube and a connecting plate sleeved on the intermediate connecting shaft; both ends of the first shaft tube are respectively welded to the first universal joint fork and the intermediate connecting shaft, and the first shaft and the second shaft of the second universal joint are respectively rotatably connected to the first universal joint fork and the input flange; a through hole is provided in the middle of the connecting plate to allow the intermediate connecting shaft to pass through, and a thread and a fastening nut matched with the thread are provided at the output end of the intermediate connecting shaft, and the fastening nut cooperates with the thread to axially fix the intermediate connecting shaft and the connecting plate; the two transmission shafts are connected by a universal joint to ensure rotation flexibility.

[0004] However, with the above technical solution, since the inner spline of the connecting plate cooperates with the outer spline of the connecting shaft and is then fixed by tightening the nut, this connection method has a complex structure and high cost, and after the bolt torque is attenuated, it is easy to cause uneven force on the universal joint, thereby causing wear and pitting of related parts of the universal joint assembly. Utility Model Content

[0005] In order to solve the technical problem in the above-mentioned prior art that the connecting shaft and the universal joint are connected by splines and bolts, resulting in uneven force on the universal joint, the utility model provides a one-piece transmission shaft assembly, which avoids connection with the universal joint by bolts, ensures uniform force on the universal joint, and reduces or delays the occurrence of wear and pitting.

[0006] The technical solution adopted by the utility model to solve the above technical problems is: a one-piece transmission shaft assembly, including a transmission shaft component 1 and a transmission shaft component 2, the transmission shaft component 1 and the transmission shaft component 2 are connected through a universal joint component 1, the transmission shaft component 1 includes a connecting shaft, the end of the connecting shaft is connected to a universal joint fork 1, the connecting shaft and the universal joint fork 1 are an integrated structure, the transmission shaft component 2 includes a universal joint fork 2, the universal joint fork 1 and the universal joint fork 2 are both rotatably connected to the universal joint component 1.

[0007] The utility model realizes the connection between the transmission shaft assembly and the universal joint assembly through the universal joint fork, saves the bolt connection, ensures the uniform force of the universal joint assembly, and reduces or delays the occurrence of wear and pitting.

[0008] Furthermore, the connecting shaft is a spline shaft, and the transmission shaft assembly also includes a transmission shaft tube, one end of the transmission shaft tube is interference fit with the universal joint fork three, and the other end of the transmission tube is interference fit with the spline hub, and the spline hub is connected to the connecting shaft via a spline.

[0009] The utility model can adjust the length of the transmission shaft component through the connection between the spline hub and the connecting shaft, has a certain length compensation function, and meets the requirements of various working conditions on the wheelbase.

[0010] Furthermore, the outer sleeve of the spline hub is provided with a protective sleeve, one end of the protective sleeve is welded to the connecting shaft, and at least two dustproof sealing rings are arranged between the inner wall of the other end of the protective sleeve and the outer circle of the spline hub.

[0011] The utility model can reduce the possibility of dirt and water stains entering the spline meshing part by arranging the protective cover, so as to protect the spline.

[0012] Furthermore, a support assembly is provided on the spline hub, and the support assembly includes a bearing, and the bearing is provided on the spline hub. A buffer sleeve is provided outside the bearing, and the buffer sleeve is provided in a mounting bracket, and the mounting bracket is used to connect with the frame.

[0013] The utility model can reduce the vibration of the vehicle during driving by arranging the buffer sleeve.

[0014] Furthermore, the mounting bracket includes a mounting base plate and a U-shaped bracket, the bearing and the buffer sleeve are arranged in the U-shaped bracket, the mounting base plate is arranged at the opening of the U-shaped bracket, and wing plates are vertically arranged at both ends of the mounting base plate, the wing plates are abutted against the flange of the U-shaped bracket, and mounting holes are arranged at corresponding positions of the flange and the mounting base plate.

[0015] The utility model realizes reliable connection between the wing plate and the U-shaped bracket by abutting the two.

[0016] Furthermore, the mounting hole is a straight slot hole.

[0017] The utility model can adjust the position of the bolt according to the manufacturing error by arranging the straight slot hole, thereby ensuring smooth connection.

[0018] Furthermore, a positioning sleeve is coaxially arranged between the bearing and the buffer sleeve, and two stop rings are arranged inside the positioning sleeve. The two stop rings are respectively in contact with two ends of the outer ring of the bearing.

[0019] Furthermore, a groove is provided on the spline hub, a retaining ring is provided in the groove, and the retaining ring is in contact with the inner ring end face of the bearing.

[0020] The utility model realizes the position limitation of the bearing by arranging the stop ring and the retaining ring, thereby preventing the supporting component from axial movement.

[0021] Furthermore, the transmission shaft assembly 2 also includes a transmission shaft tube 2, one end of the transmission shaft tube 2 is interference fit with the universal joint fork 2, and the other end of the transmission shaft tube 2 is interference fit with the universal joint fork 4.

[0022] Furthermore, the universal joint fork four is rotatably connected to the universal joint assembly three, the universal joint assembly three is rotatably connected to the connecting plate two, the universal joint fork three is rotatably connected to the universal joint assembly two, and the universal joint assembly two is rotatably connected to the connecting plate one.

[0023] It can be seen from the above technical solutions that the utility model has the following advantages:

[0024] The utility model provides a one-piece transmission shaft assembly, which realizes the connection between a transmission shaft component and a universal joint component through a universal joint fork, eliminates the need for bolt connection, ensures that the universal joint component is subjected to uniform force, and reduces or delays the occurrence of wear and pitting corrosion; the length of the transmission shaft component can be adjusted by connecting the spline hub with the connecting shaft, has a certain length compensation function, and meets the requirements of various working conditions for wheelbase; the possibility of dirt and water stains entering the spline meshing part can be reduced by arranging a protective sleeve, so as to protect the spline; the vibration of the vehicle during driving can be reduced by arranging a buffer sleeve; the reliable connection between the wing plate and the U-shaped bracket is realized by abutting the two; the bolt position can be adjusted according to the manufacturing error by arranging a straight slot hole, so as to ensure smooth connection; the bearing is limited by arranging a stop ring and a retaining ring, so as to prevent the support component from axial movement. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] To more clearly illustrate the technical solution of the present utility model, the accompanying drawings required for description will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other accompanying drawings can be obtained based on these drawings.

[0026] Figure 1 Structural schematic of the specific embodiment of the present utility model Figure 1 。

[0027] Figure 2 Partial structural schematic diagram of the specific embodiment of the present utility model.

[0028] Figure 3 Structural schematic diagram of the connecting shaft in the specific embodiment of the present utility model.

[0029] Figure 4 Structural schematic diagram of the universal joint fork three in the specific embodiment of the present utility model.

[0030] Figure 5 Structural schematic of the support assembly in the specific embodiment of the present utility model Figure 1 。

[0031] Figure 6 Structural schematic of the support assembly in the specific embodiment of the present utility model Figure 2 。

[0032] Figure 7 Structural schematic diagram of the universal joint assembly one in the specific embodiment of the present utility model.

[0033] In the figure, 1. First connecting disk; 2. Second universal joint assembly; 3. Universal joint fork three; 4. First drive shaft tube; 5. Spline hub; 6. Support assembly; 7. Protective sleeve; 8. Connecting shaft; 9. First universal joint assembly; 10. Universal joint fork two; 11. Second drive shaft tube; 12. Universal joint fork four; 13. Third universal joint assembly; 14. Limiting ring; 15. Second connecting disk; 16. Bearing; 17. Buffer sleeve; 18. U-shaped bracket; 19. Mounting base plate; 20. Positioning sleeve; 21. Retaining ring; 22. Dust-proof sealing ring; 23. Stop ring; 24. Universal joint fork one; 25. Cross shaft; 26. Needle roller; 27. Rubber sealing ring; 28. Wing plate; 29. Mounting hole; 30. Ear hole. Specific embodiment

[0034] In order to make the objectives, features, and advantages of the present utility model more obvious and understandable, the technical solutions in the present utility model will be clearly and completely described below in conjunction with the accompanying drawings in the specific embodiments. Obviously, the embodiments described below are only a part of the embodiments of the present utility model, rather than all embodiments. Based on the embodiments in this patent, all other embodiments obtained by those of ordinary skill in the art without creative efforts belong to the scope of protection of this patent.

[0035] As Figure 1 and Figure 3 shown, this specific embodiment provides a combined drive shaft assembly, including a first drive shaft assembly and a second drive shaft assembly. The first drive shaft assembly and the second drive shaft assembly are connected by a first universal joint assembly. The first drive shaft assembly includes a connecting shaft 8, and a first universal joint fork 24 is connected to the end of the connecting shaft 8. The connecting shaft 8 and the first universal joint fork 24 are of forged integral structure. The second drive shaft assembly includes a second universal joint fork 10, and both the first universal joint fork 24 and the second universal joint fork 10 are rotatably connected to the first universal joint assembly 9.

[0036] This specific embodiment realizes the connection between the first drive shaft assembly and the first universal joint assembly 9 through the first universal joint fork 24, eliminating bolt connection and avoiding uneven force on the first universal joint assembly 9 after the bolts become loose, reducing or delaying the occurrence of wear and pitting.

[0037] As Figure 1 and Figure 2 shown, in the prior art, there is a certain deflection and swing during the operation of the drive shaft assembly. Therefore, the wheelbase of the whole vehicle is not a fixed value. To adapt to various working conditions, in this specific embodiment, the connecting shaft 8 is a spline shaft. The first drive shaft assembly further includes a first drive shaft tube 4. One end of the first drive shaft tube 4 is in interference fit with a third universal joint fork 3, and the other end of the first drive shaft tube 4 is in interference fit with a spline hub 5. Specifically, a welding stop is provided at one end of the spline hub 5, and the outer diameter of the welding stop forms an interference fit with the inner hole of the first drive shaft tube 4. After being pressed in place, welding positioning is carried out. The spline hub 5 and the connecting shaft 8 are connected by splines provided on the inner wall of the spline hub 5. Nylon is coated inside the splines to increase the torque transmission efficiency, reduce the axial force, reduce energy loss, and improve the wear resistance, self-lubrication, safety, and working stability of the spline pair. When the wheelbase needs to be adjusted, the splines can be inserted and pulled out to compensate for the length, which can compensate for the length under different working conditions and meet the needs of various working conditions; preferably, in order to protect the splines, a protective sleeve 7 is sleeved outside the spline hub 5. One end of the protective sleeve 7 is welded to the connecting shaft 8, and at least two dust-proof sealing rings 22 are provided between the inner wall of the other end of the protective sleeve 7 and the outer circle of the spline hub 5. In this specific embodiment, two dust-proof sealing rings 22 are provided.

[0038] As Figure 2 、Figure 5 and Figure 6 As shown in Figure 6 , in order to facilitate the installation and connection with the vehicle frame, in this specific embodiment, a support assembly 6 is provided on the spline hub 5. The support assembly 6 includes a bearing 16. The bearing 16 is arranged on the spline hub 5. A buffer sleeve 17 is arranged outside the bearing 16. The buffer sleeve 17 is arranged inside the mounting bracket, and the mounting bracket is used to connect with the vehicle frame. The buffer sleeve 17 is made of rubber material, which can reduce the vibration during the vehicle driving. Preferably, the mounting bracket includes a mounting base plate 19 and a U-shaped bracket 18. The bearing 16 and the buffer sleeve 17 are arranged inside the U-shaped bracket 18. A limit groove is provided on the U-shaped bracket 18, which can accommodate the buffer sleeve 17 and limit it to prevent the axial movement of the buffer sleeve 17. The mounting base plate 19 is arranged at the opening of the U-shaped bracket 18. Wings 28 are vertically arranged at both ends of the mounting base plate 19. The wings 28 are abutted against the flanges of the U-shaped bracket 18. Mounting holes 29 are provided at corresponding positions of the flanges and the mounting base plate 19. In this specific embodiment, two mounting holes 29 are provided on one side of the mounting hole 29. The bolts pass through the U-shaped bracket 18 and the mounting base plate 19 in sequence through the mounting holes 29 and then connect with the vehicle frame. The mounting hole 29 is a straight slot hole, which can adjust the installation position of the bolt to ensure smooth installation.

[0039] As Figure 2 shown in Figure 2 , in order to limit the bearing 16 to prevent axial movement, in this specific embodiment, a positioning sleeve 20 is coaxially arranged between the bearing 16 and the buffer sleeve 17. Two retaining rings 23 are arranged inside the positioning sleeve 20. The two retaining rings 23 are respectively in contact with both ends of the outer ring of the bearing 16. A groove is provided on the spline hub 5, and a snap ring 21 is arranged in the groove. The snap ring 21 is in contact with the end face of the inner ring of the bearing 16.

[0040] As Figure 1 shown in Figure 1 , in this specific embodiment, the second drive shaft assembly further includes a drive shaft tube two 11. One end of the drive shaft tube two 11 is in interference fit with the universal joint fork two 10. The other end of the drive shaft tube two 11 is in interference fit with the universal joint fork four 12. The universal joint fork four 12 is rotatably connected with the universal joint assembly three 13. The universal joint assembly three 13 is rotatably connected with the connecting disk two 15. The universal joint fork three 3 is rotatably connected with the universal joint assembly two 2. The universal joint assembly two 2 is rotatably connected with the connecting disk one 1. Disc teeth are provided on the end faces of the connecting disk one 1 and the connecting disk two 15. The disc teeth are used for meshing and positioning with the disc teeth on the transmission flange or the rear axle flange to enhance the power transmission stability.

[0041] As Figure 4 and Figure 7As shown, in this specific embodiment, the universal joint assembly one 9, the universal joint assembly two 2 and the universal joint assembly three 13 have the same structure, and each includes a cross shaft 25, needle rollers 26, and a rubber sealing ring 27. The needle rollers 26 and the cross shaft 25 form a structure similar to a bearing 16 to ensure the rotational flexibility and reliability of the universal joint, and grease is injected. The rubber sealing ring 27 prevents the grease from leaking. One end of each of the universal joint fork two 10, the universal joint fork three 3, and the universal joint fork four 12 is provided with a welding stop. The outer diameter of the welding stop forms an interference fit with the corresponding drive shaft tube, and the other end is provided with two ear holes 30. The ear holes 30 are used for clearance fit with the corresponding universal joint assembly, and a limiting ring 14 is installed in a groove in the ear holes 30 to limit the corresponding universal joint assembly.

[0042] It can be seen from the above specific embodiments that the present utility model has the following beneficial effects:

[0043] 1. The connection between the drive shaft assembly one and the universal joint assembly one is realized through the universal joint fork one 24, eliminating the bolt connection, ensuring uniform force on the universal joint assembly one, and reducing or delaying the occurrence of wear and pitting.

[0044] 2. The length of the drive shaft assembly one can be adjusted by connecting the spline hub 5 and the connecting shaft 8, having a certain function of compensating for the length and meeting the requirements of the wheelbase under various working conditions.

[0045] 3. By providing the protective sleeve 7, the possibility of dirt and water stains entering the spline meshing part can be reduced, protecting the splines.

[0046] 4. The reliable connection between the two is achieved by the wing plate abutting against the U-shaped bracket 18.

[0047] 5. By providing the straight slot holes, the bolt position can be adjusted according to manufacturing errors to ensure smooth connection.

[0048] 6. The bearing 16 is limited by providing the stop ring 23 and the retaining ring 21 to prevent the support assembly 6 from axially moving.

[0049] 7. By providing the buffer sleeve 17, the vibration during vehicle driving can be reduced.

[0050] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present utility model. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present utility model. Therefore, the present utility model will not be limited to the embodiments shown herein, but rather will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A one-piece transmission shaft assembly, comprising a transmission shaft assembly 1 and a transmission shaft assembly 2, wherein the transmission shaft assembly 1 and the transmission shaft assembly 2 are connected via a universal joint assembly 1 (9), characterized in that: The transmission shaft assembly 1 comprises a connecting shaft (8), the end of the connecting shaft (8) is connected to a universal joint fork 1 (24), the connecting shaft (8) and the universal joint fork 1 (24) are an integrated structure, and the transmission shaft assembly 2 comprises a universal joint fork 2 (10), the universal joint fork 1 (24) and the universal joint fork 2 (10) are both rotatably connected to the universal joint assembly 1 (9).

2. The one-piece transmission shaft assembly according to claim 1, characterized in that: The connecting shaft (8) is a spline shaft, and the transmission shaft assembly 1 further comprises a transmission shaft tube 1 (4), one end of the transmission shaft tube 1 (4) is interference fit with the universal joint fork 3 (3), and the other end of the transmission shaft tube 1 (4) is interference fit with the spline hub (5), and the spline hub (5) is connected to the connecting shaft (8) via a spline.

3. The one-piece transmission shaft assembly according to claim 2, characterized in that: The outer shell of the spline hub (5) is provided with a protective sleeve (7), one end of the protective sleeve (7) is welded to the connecting shaft (8), and at least two dustproof sealing rings (22) are provided between the inner wall of the other end of the protective sleeve (7) and the outer circle of the spline hub (5).

4. The one-piece transmission shaft assembly according to claim 3, characterized in that: A support assembly (6) is arranged on the spline hub (5), the support assembly (6) comprising a bearing (16), the bearing (16) being arranged on the spline hub (5), a buffer sleeve (17) being arranged outside the bearing (16), the buffer sleeve (17) being arranged in a mounting bracket, and the mounting bracket being used for connecting to a vehicle frame.

5. The one-piece transmission shaft assembly according to claim 4, characterized in that: The mounting bracket comprises a mounting base plate (19) and a U-shaped bracket (18); the bearing (16) and the buffer sleeve (17) are arranged in the U-shaped bracket (18); the mounting base plate (19) is arranged at an opening of the U-shaped bracket (18); wing plates (28) are vertically arranged at both ends of the mounting base plate (19); the wing plates (28) abut against the flange of the U-shaped bracket (18); and mounting holes (29) are arranged at corresponding positions of the flange and the mounting base plate (19).

6. The one-piece transmission shaft assembly according to claim 5, characterized in that: The mounting hole (29) is a straight slot hole.

7. The one-piece transmission shaft assembly according to any one of claims 4 to 6, characterized in that: A positioning sleeve (20) is coaxially arranged between the bearing (16) and the buffer sleeve (17), and two retaining rings (23) are arranged inside the positioning sleeve (20). The two retaining rings (23) are respectively in contact with two ends of the outer ring of the bearing (16).

8. The one-piece transmission shaft assembly according to claim 7, characterized in that: The spline hub (5) is provided with a groove, a retaining ring (21) is provided in the groove, and the retaining ring (21) is in contact with the inner ring end surface of the bearing (16).

9. The one-piece transmission shaft assembly according to claim 2, characterized in that: The transmission shaft assembly 2 also includes a transmission shaft tube 2 (11), one end of the transmission shaft tube 2 (11) is interference fit with the universal joint fork 2 (10), and the other end of the transmission shaft tube 2 (11) is interference fit with the universal joint fork 4 (12).

10. The one-piece transmission shaft assembly according to claim 9, characterized in that: The universal joint fork four (12) is rotatably connected to the universal joint assembly three (13), the universal joint assembly three (13) is rotatably connected to the connecting plate two (15), the universal joint fork three (3) is rotatably connected to the universal joint assembly two (2), and the universal joint assembly two (2) is rotatably connected to the connecting plate one (1).

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