Transmission shaft and vehicle

Abstract

The transmission shaft comprises a first shaft tube, a second shaft tube, a connecting assembly and a supporting assembly, flange yoke assemblies are arranged at the ends, away from each other, of the first shaft tube and the second shaft tube, each flange yoke assembly comprises a flange yoke, a universal joint and a universal joint yoke, the two universal joint forks are connected with the first shaft tube and the second shaft tube respectively, and the connecting assembly is connected with the supporting assembly. The universal joint is connected with the universal joint fork, the flange fork is connected with the universal joint, the connecting assembly comprises a spline shaft fork and a splined hub, the spline shaft fork is connected with the second shaft tube, the splined hub is rotationally connected with the bearing assembly and slidably connected with the spline shaft fork, one end of the splined hub is connected with the first shaft tube, and a first lightening hole is formed in the flange fork. A first lightening hole is formed in the flange yoke, the axis direction of the first lightening hole coincides with the axis direction of the flange yoke, a second lightening hole is formed in the universal joint yoke, the axis direction of the second lightening hole coincides with the axis direction of the universal joint yoke, a third lightening hole is formed in the spline shaft yoke, and the axis direction of the third lightening hole coincides with the axis direction of the spline shaft yoke.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle transmission, and particularly relates to a drive shaft and a vehicle. Background Art

[0002] The vehicle drive shaft is used to transmit power. With the increasing requirement for the lightweight of the whole vehicle, the requirement for the lightweight of the drive shaft is also getting higher and higher. At present, for a drive shaft with a relatively high length requirement, a segmented structure is usually adopted, that is, the length of the whole drive shaft needs to be extended by connecting two or more shaft tubes. During the connection process of the shaft tubes, the number of parts at the intermediate connection part is large and most of them are solid structures, which are heavy and not conducive to meeting the lightweight requirement of the drive shaft; the drive shaft is heavy, the mass distribution is close to the rotation center of the drive shaft, the moment of inertia is small, the driving torque is large, and a larger power take-off is required to drive, which makes the whole transmission system large, heavy and costly. Summary of the Utility Model

[0003] The purpose of the utility model is to provide a drive shaft and a vehicle, so as to solve the problems of heavy weight of the drive shaft, close mass distribution to the rotation center of the drive shaft, small moment of inertia, large driving torque, large and heavy structure of the transmission system and high cost.

[0004] The utility model provides a drive shaft, which comprises a first shaft tube, a second shaft tube, a connection assembly and a support assembly. Flange yoke assemblies are arranged at the ends of the first shaft tube and the second shaft tube away from each other. The flange yoke assembly includes a flange yoke, a universal joint and a yoke. The two yokes are respectively connected to the first shaft tube and the second shaft tube. The two universal joints are respectively connected to the two yokes. The two flange yokes are respectively connected to the two universal joints. The connection assembly includes a spline shaft yoke and a spline hub. The spline shaft yoke is connected to the second shaft tube. The spline hub is rotatably connected to the support assembly. The spline hub is slidably connected and matched with the spline shaft yoke. One end of the spline hub is connected to the first shaft tube. The flange yoke is provided with a first weight reduction hole, and the axial direction of the first weight reduction hole coincides with the axial direction of the flange yoke. The yoke is provided with a second weight reduction hole, and the axial direction of the second weight reduction hole coincides with the axial direction of the yoke. The spline shaft yoke is provided with a third weight reduction hole, and the third weight reduction hole coincides with the axial direction of the spline shaft yoke.

[0005] In an embodiment of the present utility model, the flange fork includes a connecting portion, one end of the connecting portion is correspondingly provided with a first flange portion and a second flange portion, a first mounting hole is provided in the first flange portion, a second mounting hole is provided in the second flange portion, the first mounting hole and the second mounting hole are coaxial, the other end of the connecting portion is fixedly connected to a flange mounting plate, the flange mounting plate is provided with a connecting hole for connecting with a rear axle flange, and the first weight-reducing hole is located in the connecting portion.

[0006] In an embodiment of the present utility model, at least one end of the two ends of the first weight-reducing hole extends to the end face of the connecting portion, and an arc transition portion is provided between the first weight-reducing hole and the connecting portion.

[0007] In an embodiment of the present utility model, both the first flange portion and the second flange portion form an integral structure with the connecting portion.

[0008] In an embodiment of the present utility model, the transmission shaft further includes a connecting fork and a cross shaft assembly. The connecting fork and the cross shaft assembly are provided at one end of the second shaft tube close to the first shaft tube. One end of the connecting fork is fixedly connected to the second shaft tube coaxially. The two relatively opposite ends of the cross shaft assembly are respectively clamped with the fork portions of the connecting fork, and the other two relatively opposite ends of the cross shaft assembly are respectively clamped with the spline shaft fork.

[0009] In an embodiment of the present utility model, the spline shaft fork includes a shaft body and a fork body. The shaft body is fixedly connected to the fork body. The fork body is provided with a through hole, and the fork body is clamped with the cross shaft assembly through the through hole.

[0010] In an embodiment of the present utility model, the shaft body is provided with external splines, the spline hub is provided with internal splines, and the spline hub is slidably connected and matched with the spline shaft fork through the cooperation of the internal splines and the external splines. The third weight-reducing hole is located in the shaft body and is coaxially arranged with the shaft body. One end of the third weight-reducing hole extends to the end face of the shaft body.

[0011] In an embodiment of the present utility model, a dust cover is sleeved outside the spline hub. One end of the dust cover is fixed outside the spline hub, and the other end of the dust cover is fixed outside the spline shaft fork.

[0012] In an embodiment of the present utility model, the dust cover is in a corrugated shape, and the dust cover expands and contracts with the relative movement between the spline hub and the spline shaft fork.

[0013] The present utility model also provides a vehicle, including a transmission system, and the transmission system includes the transmission shaft as described above.

[0014] In the transmission shaft of the present utility model, the flange fork is provided with a first weight-reducing hole, the universal joint fork is provided with a second weight-reducing hole, and the spline shaft fork is provided with a third weight-reducing hole. The flange fork, the universal joint fork, and the spline shaft fork are all arranged as hollow structures, reducing the overall weight of the transmission shaft and the cost. While reducing the overall weight of the transmission shaft, the mass distribution of the transmission shaft is optimized, the mass near the rotation center of the overall transmission shaft is reduced, the moment of inertia is increased, the starting torque of the transmission shaft is reduced, the power take-off is easier and more energy-saving, and the service life of the power take-off is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 FIG. is a half-sectional view of the transmission shaft according to an embodiment of the present utility model.

[0016] Figure 2 FIG. is a structural schematic diagram of the transmission shaft according to an embodiment of the present utility model.

[0017] Figure 3 is Figure 1 a first perspective structural schematic diagram of the flange fork of the shown transmission shaft.

[0018] Figure 4 is Figure 1 a second perspective structural schematic diagram of the flange fork of the shown transmission shaft.

[0019] Figure 5 is Figure 1 a structural schematic diagram of the universal joint fork of the shown transmission shaft.

[0020] Figure 6 is Figure 1 a structural schematic diagram of the spline shaft fork of the shown transmission shaft.

[0021] Figure 7 FIG. is a structural schematic diagram of a vehicle according to an embodiment of the present utility model. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0022] The following will further describe in detail the specific embodiments of the present utility model in conjunction with the drawings and embodiments. The following embodiments are used to illustrate the present utility model, but are not used to limit the scope of the present utility model.

[0023] The present utility model provides a transmission shaft, as Figure 1-2As shown in the figure, the drive shaft of an embodiment includes a first shaft tube 10, a second shaft tube 20, a connection assembly 30, and a support assembly 40. Flange yoke assemblies 50 are provided at both ends of the first shaft tube 10 and the second shaft tube 20 that are away from each other. The flange yoke assembly 50 includes a flange yoke 51, a universal joint 52, and a universal joint yoke 53. The two universal joint yokes 53 are respectively connected to the first shaft tube 10 and the second shaft tube 20. The two universal joints 52 are respectively connected to the two universal joint yokes 53. The two flange yokes 51 are respectively connected to the two universal joints 52. The connection assembly 30 includes a spline shaft yoke 31 and a spline hub 32. The spline shaft yoke 31 is connected to the second shaft tube 20. The spline hub 32 is rotatably connected to the support assembly 40. The spline hub 32 is slidably connected and matched with the spline shaft yoke 31. One end of the spline hub 32 is connected to the first shaft tube 10. The flange yoke 51 is provided with a first weight-reducing hole 511. The axial direction of the first weight-reducing hole 511 coincides with the axial direction of the flange yoke 51. The universal joint yoke 53 is provided with a second weight-reducing hole 531. The axial direction of the second weight-reducing hole 531 coincides with the axial direction of the universal joint yoke 53. The spline shaft yoke 31 is provided with a third weight-reducing hole 311. The third weight-reducing hole 311 coincides with the axial direction of the spline shaft yoke 31.

[0024] In the drive shaft of the present utility model, the flange yoke 51 is provided with a first weight-reducing hole 511, the universal joint yoke 53 is provided with a second weight-reducing hole 531, and the spline shaft yoke 31 is provided with a third weight-reducing hole 311. The flange yoke 51, the universal joint yoke 53, and the spline shaft yoke 31 are all set as hollow structures, reducing the overall weight of the drive shaft and the cost. While reducing the overall weight of the drive shaft, the quality distribution of the drive shaft is optimized. The mass near the rotation center of the overall drive shaft is reduced, the moment of inertia is increased, the starting torque of the drive shaft is reduced, the power take-off is easier and more energy-saving, and the service life of the power take-off is improved.

[0025] In this embodiment, the spline hub 32 is rotatably connected to the support assembly 40 through a bearing, and the spline hub 32 is slidably matched with the spline shaft yoke 31. The left end of the spline hub 32 is fixedly connected to the first shaft tube 10.

[0026] In this embodiment, as Figure 3-4As shown in the figure, the flange fork 51 includes a connecting portion 512. At one end of the connecting portion 512, a first flange portion 513 and a second flange portion 514 are correspondingly provided. A first mounting hole is provided in the first flange portion 513, and a second mounting hole is provided in the second flange portion 514. The first mounting hole and the second mounting hole are coaxial. The other end of the connecting portion 512 is fixedly connected to a flange mounting plate 515. The flange mounting plate 515 is provided with a connecting hole for connecting with the rear axle flange. The first weight-reducing hole 511 is located in the connecting portion 512. Since there is a connecting portion 512 between the first flange portion 513 and the second flange portion 514 and the flange mounting plate 515, the flange mounting plate 515 is far from the joint of the universal joint fork 53 and the first flange portion 513 and the second flange portion 514, so that the distance between the universal joint fork 53 and the connecting hole is relatively large, effectively increasing the installation space for fasteners such as bolts, and making the installation of fasteners more convenient.

[0027] In this embodiment, at least one end of the two ends of the first weight-reducing hole 511 extends to the end face of the connecting portion 512, and an arc transition portion is provided between the first weight-reducing hole 511 and the connecting portion 512. The connecting portion 512 of the flange fork 51 is hollowed out (the first weight-reducing hole 511 is opened) near the rotation center to form a hollow structure. The first weight-reducing hole 511 can be a through hole or a blind hole. Taking the first weight-reducing hole 511 as a through hole as an example, the two ends of the first weight-reducing hole 511 extend along the axial direction to the two end faces of the connecting portion 512, and arc transition portions are provided at the two end faces of the connecting portion 512, that is, a fillet transition with a reasonable size is provided at the edge where the through hole part is hinged to the connecting portion 512 to reduce stress concentration, prevent deformation and cracking during quenching and tempering treatment, and preferably prevent damage at the joint of the connecting portion 512 and the flange mounting plate 515, greatly extending the service life of the flange fork 51. Taking the first weight-reducing hole 511 as a blind hole as an example, one end of the first weight-reducing hole 511 extends to the end face of the connecting portion 512 far from the first flange portion 513.

[0028] Opening the first weight-reducing hole 511 at the connecting portion 512 can effectively save materials, reduce the weight of the flange fork 51, perform lightweight structural treatment, and at the same time, greatly reduce the power loss during the operation of the drive shaft, improve the transmission efficiency of the drive shaft, and reduce the weight of the drive shaft without losing performance strength.

[0029] In order to effectively reduce the installation operation between the connecting portion 512 and the flange mounting plate 515 and improve the strength of the flange fork 51, both the first flange portion 513 and the second flange portion 514 can form an integral structure with the connecting portion 512.

[0030] In this embodiment, as Figure 5As shown, the universal joint fork 53 includes a main body portion 532 and two mounting portions 533. The two mounting portions 533 are both fixedly connected to the main body portion 532 and are oppositely arranged. The mounting portion 533 is provided with a through hole. The main body portion 532 is fixedly connected to the first shaft tube 10 / the second shaft tube 20, and the mounting portion 533 is connected to the universal joint 52 through the through hole. The second weight reduction hole 531 is located on the main body portion 532, and both ends of the second weight reduction hole 531 extend to the two end faces of the main body portion 532. The setting of the second weight reduction hole 531 performs a lightweight structure treatment on the universal joint fork 53.

[0031] In this embodiment, as Figure 6 shown, the spline shaft fork 31 includes a shaft body 312 and a fork body 313. The shaft body 312 is fixedly connected to the fork body 313. The fork body 313 is provided with a through hole, and the fork body 313 is snap-connected to the cross shaft assembly 70 through the through hole.

[0032] Specifically, the shaft body 312 is provided with external splines, and the spline hub 32 is provided with internal splines. The spline hub 32 is slidably connected to the spline shaft fork 31 through the cooperation of the internal splines and the external splines. The third weight reduction hole 311 is located in the shaft body 312 and is coaxially arranged with the shaft body 312. One end of the third weight reduction hole 311 extends to the end face of the shaft body 312. In this embodiment, the diameter of the shaft body 312 is smaller than that of the traditional structure, and a lightweight structure treatment is performed, so that the drive shaft is weight-reduced without losing performance strength. Due to the small diameter of the designed shaft body 312, considering the strength problem, the third weight reduction hole 311 only needs to be opened in the shaft body 312 part and should not extend to the fork body 313. For a high-torque drive shaft, the third weight reduction hole 311 can be a tapered hole or a stepped hole.

[0033] In this embodiment, the drive shaft further includes a connecting fork 60 and a cross shaft assembly 70. One end of the second shaft tube 20 close to the first shaft tube 10 is provided with a connecting fork 60 and a cross shaft assembly 70. One end of the connecting fork 60 is coaxially and fixedly connected to the second shaft tube 20. The two opposite ends of the cross shaft assembly 70 are respectively snap-connected to the fork portions of the connecting fork 60, and the other two opposite ends of the cross shaft assembly 70 are respectively snap-connected to the spline shaft fork 31. The spline shaft fork 31 and the connecting fork 60 can rotate flexibly through the cross shaft assembly 70. By adjusting the rotation angle between the spline shaft fork 31 and the connecting fork 60, the layout of the drive shaft can be adjusted, and in cooperation with the support assembly 40, the length can be freely adjusted.

[0034] It should be noted that the connecting fork 60 and the universal joint fork 53 are the same in structure and can be understood as the same kind of component; the cross shaft assembly 70 and the universal joint 52 are the same in structure and can be understood as the same kind of component.

[0035] In this embodiment, a dust cover 80 is sleeved outside the spline hub 32. One end of the dust cover 80 is fixed to the outside of the spline hub 32, and the other end of the dust cover 80 is fixed to the outside of the spline shaft fork 31. Specifically, the dust cover 80 is in a corrugated shape and can expand and contract with the relative movement between the spline hub 32 and the spline shaft fork 31.

[0036] In this embodiment, the support assembly 40 uses an aluminum alloy material for the support shell, which can make the support assembly 40 lighter. Specifically, the support assembly 40 includes a bearing 41, a rubber spacer 42, and a support shell 43. The bearing 41 mainly supports the rotating body of the drive shaft, reduces the friction coefficient during movement, and ensures the rotational accuracy. The rubber spacer 42, as a part of the drive shaft, its main function is to absorb and reduce vibration when the drive shaft rotates, ensuring that power can be transmitted smoothly and efficiently from one place to another. In the design of the drive shaft, the rubber spacer 42 is used to adapt to the connection between different shaft segments, ensuring the continuity and stability of power transmission. In addition, the rubber spacer 42 can also play a certain buffering role, reducing vibration and impact during transmission, and protecting the drive shaft and other related components from damage. The plug 44 is fixedly connected to the spline hub 32. Lubricating oil needs to be injected during the operation of the bearing 41, and the plug 43 is used to seal the spline hub 32 to prevent lubricating oil from entering the spline hub 32.

[0037] The present utility model also provides a vehicle, as Figure 7 shown, including a transmission system. The transmission system includes a gearbox 90, an oil pump 100, and the above-mentioned drive shaft. The support assembly 40 of the drive shaft is bolted to the bottom of the vehicle frame 101. Both ends of the first shaft tube 10 are respectively welded to the flange fork assembly 50 and the support assembly 40. Both ends of the second shaft tube 20 are respectively welded to the connecting fork 60 and the flange fork assembly 50. The support assembly 40 and the connecting fork 60 are slidably connected through the spline shaft fork 31 and the spline hub 32.

[0038] In this article, unless otherwise clearly specified and defined, the terms "installation", "connection", and "linkage" shall be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components. For those of ordinary skill in the art, the specific meanings of the above terms can be understood according to specific situations.

[0039] In this text, the orientation or positional relationship indicated by terms such as "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", "vertical", "horizontal", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the sake of clarity in expressing the technical solution and convenience in description. Therefore, it should not be construed as a limitation to the present utility model.

[0040] In this text, the term "comprising", "including" or any other variant thereof is intended to cover non-exclusive inclusion. In addition to the listed elements, it may also include other elements not specifically listed.

[0041] As described above, it is only the specific implementation manner of the present utility model, but the protection scope of the present utility model is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present utility model can easily think of changes or substitutions, which should all be covered within the protection scope of the present utility model. Therefore, the protection scope of the present utility model shall be subject to the protection scope of the claims.

Claims

1. A transmission shaft, characterized in that: The invention comprises a first shaft tube (10), a second shaft tube (20), a connection assembly (30) and a support assembly (40); the first shaft tube (10) and the second shaft tube (20) are both provided with a flange fork assembly (50) at one end away from each other; the flange fork assembly (50) comprises a flange fork (51), a universal joint (52) and a universal joint fork (53); the two universal joint forks (53) are respectively connected to the first shaft tube (10) and the second shaft tube (20); the two universal joints (52) are respectively connected to the two universal joint forks (53); the two flange forks (51) are respectively connected to the two universal joints (52); the connection assembly (30) comprises a spline shaft fork (31) and a spline hub (32); the spline shaft fork (31) is connected to the second shaft tube (20); The spline hub (32) is connected to the support assembly (40) in a rotational manner, the spline hub (32) is slidably connected to the spline shaft fork (31), one end of the spline hub (32) is connected to the first shaft tube (10), the flange fork (51) is provided with a first weight-reducing hole (511), the axial direction of the first weight-reducing hole (511) coincides with the axial direction of the flange fork (51), the universal joint fork (53) is provided with a second weight-reducing hole (531), the axial direction of the second weight-reducing hole (531) coincides with the axial direction of the universal joint fork (53), the spline shaft fork (31) is provided with a third weight-reducing hole (311), the third weight-reducing hole (311) coincides with the axial direction of the spline shaft fork (31).

2. The transmission shaft according to claim 1, characterized in that: The flange fork (51) comprises a connecting portion (512), one end of which is correspondingly provided with a first flange portion (513) and a second flange portion (514), the first flange portion (513) being provided with a first mounting hole, the second flange portion (514) being provided with a second mounting hole, the first mounting hole and the second mounting hole being coaxial, the other end of the connecting portion (512) being fixedly connected to a flange mounting plate (515), the flange mounting plate (515) being provided with a connecting hole for connecting to a rear axle flange, and the first weight-reducing hole (511) being located at the connecting portion (512).

3. The transmission shaft according to claim 2, characterized in that: At least one of the two ends of the first lightening hole (511) extends to the end surface of the connecting portion (512), and a circular arc transition portion is provided between the first lightening hole (511) and the connecting portion (512).

4. The transmission shaft according to claim 2, characterized in that: The first flange portion (513) and the second flange portion (514) both form an integrated structure with the connecting portion (512).

5. The transmission shaft according to claim 1, characterized in that: The transmission shaft further comprises a connecting fork (60) and a cross shaft assembly (70); the connecting fork (60) and the cross shaft assembly (70) are provided at one end of the second shaft tube (20) close to the first shaft tube (10); one end of the connecting fork (60) is coaxially fixedly connected to the second shaft tube (20); two opposite ends of the cross shaft assembly (70) are respectively clamped with the fork portion of the connecting fork (60), and the other two opposite ends of the cross shaft assembly (70) are respectively clamped with the spline shaft fork (31).

6. The transmission shaft according to claim 5, characterized in that: The spline shaft fork (31) comprises a shaft body (312) and a fork body (313); the shaft body (312) is fixedly connected to the fork body (313); the fork body (313) is provided with a through hole; the fork body (313) is clamped with the cross shaft assembly (70) through the through hole.

7. The transmission shaft according to claim 6, characterized in that: The shaft body (312) is provided with an external spline, and the spline hub (32) is provided with an internal spline. The spline hub (32) realizes a sliding connection with the spline shaft fork (31) through the matching connection between the internal spline and the external spline. The third lightening hole (311) is located on the shaft body (312) and is coaxially arranged with the shaft body (312). One end of the third lightening hole (311) extends to the end face of the shaft body (312).

8. The transmission shaft according to claim 1, characterized in that: The outer side of the spline hub (32) is provided with a dust cover (80), one end of the dust cover (80) is fixed to the outer side of the spline hub (32), and the other end of the dust cover (80) is fixed to the outer side of the spline shaft fork (31).

9. The transmission shaft according to claim 8, characterized in that: The dust cover (80) is in the shape of a bellows, and the dust cover (80) expands and contracts with the relative movement between the spline hub (32) and the spline shaft fork (31).

10. A vehicle, characterized in that: It comprises a transmission system, wherein the transmission system comprises a transmission shaft as claimed in any one of claims 1 to 9.

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