Bidirectional tandem type constant velocity universal joint transmission shaft

Abstract

The utility model relates to a bidirectional tandem type constant velocity universal joint transmission shaft which comprises a front connecting shaft and a rear connecting shaft which are connected by arranging a middle supporting device. The middle supporting device comprises a first fixed type constant velocity universal joint connected to the front connecting shaft, a second fixed type constant velocity universal joint connected to the rear connecting shaft and a supporting frame connected to the vehicle body, and the first fixed type constant velocity universal joint and the second fixed type constant velocity universal joint are rotationally connected to the supporting frame. The front end of the front connecting shaft is used for being connected with a transmission output shaft, and the rear end of the rear connecting shaft is used for being connected with a rear axle. The device has the effect of realizing efficient constant-speed transmission of the front and rear connecting shafts, and the front and rear swing angle application range is wider.

Description

Technical Field

[0001] The utility model relates to the field of automobile transmission shafts, in particular to a bidirectional tandem constant velocity universal joint transmission shaft. Background Art

[0002] The automobile drive shaft is one of the important components in the automobile chassis transmission system. It is the shaft in the universal joint drive shaft that can transmit power. For front-engine rear-wheel drive vehicles, it is the shaft that transmits the rotation of the transmission to the final reducer.

[0003] When transmission distances are long, the drive shaft is often segmented. This involves adding a front drive shaft with an intermediate support in front of the drive shaft. The rear drive shaft is then connected to the rear drive axle via a universal joint. The front drive shaft comprises a front flange fork, a front cross universal joint assembly, a shaft tube, an intermediate support assembly, and an intermediate cross universal joint assembly. The rear drive shaft comprises a splined shaft, a telescopic tube, a rear cross universal joint assembly, and a rear flange fork. During vehicle operation, power is transmitted through the front drive shaft to the intermediate cross universal joint assembly. This movement is then achieved through the splined shaft and telescopic sleeve of the rear drive shaft, with the intermediate persimmon universal joint assembly achieving angular changes.

[0004] The existing drive shaft is divided into a front drive shaft and a rear drive shaft. The drive shaft is connected through a cross-axis universal joint for transmission. However, due to the structural characteristics of the cross-axis universal joint, the rear drive shaft and the front drive shaft are driven at unequal speeds, which makes the related equipment prone to vibration and noise. Utility Model Content

[0005] In order to improve the constant speed transmission between the transmission output shaft and the rear axle input shaft, the present application provides a bidirectional tandem constant velocity universal joint drive shaft.

[0006] The present application provides a bidirectional tandem constant velocity universal joint drive shaft adopting the following technical solution:

[0007] A bidirectional tandem constant velocity universal joint drive shaft comprises a front connecting shaft and a rear connecting shaft, wherein the front connecting shaft and the rear connecting shaft are connected by an intermediate support device, wherein the intermediate support device comprises a first fixed constant velocity universal joint connected to the front connecting shaft, a second fixed constant velocity universal joint connected to the rear connecting shaft, and a support frame connected to the vehicle body, wherein the first fixed constant velocity universal joint and the second fixed constant velocity universal joint are rotatably connected to the support frame, the front end of the front connecting shaft is used to be connected to the transmission output shaft, and the rear end of the rear connecting shaft is used to be connected to the rear axle.

[0008] By adopting the above technical solution, a first fixed constant velocity universal joint and a second fixed constant velocity universal joint are arranged in the middle of the drive shaft, so that the front connecting shaft and the rear connecting shaft can achieve efficient constant speed rotation, reducing the possibility of vibration and abnormal noise in the vehicle; in addition, both the front connecting shaft and the rear connecting shaft can achieve angular swing, thereby increasing the angular swing range that the drive shaft can adapt to, and increasing the range of the angle between the transmission output shaft and the axis of the rear axle input shaft. At the same time, the support points of the drive shaft and the vehicle body are located at the two fixed constant velocity universal joints, which to a certain extent offset the longitudinal resultant force on the universal joint, provide better support, and improve the working stability of the universal joint.

[0009] Optionally, the front end of the front connecting shaft is connected to the transmission output shaft by setting a first telescopic constant velocity universal joint, and the rear end of the rear connecting shaft is connected to the rear axle by setting a second telescopic constant velocity universal joint.

[0010] By adopting the above technical solution, the first telescopic constant velocity universal joint and the second telescopic constant velocity universal joint at both ends of the drive shaft can provide space for the drive shaft to move axially, thereby adapting to the change in the distance between the reducer and the rear axle, simplifying the spline sliding structure in the traditional drive shaft structure, reducing sliding friction, and reducing the possibility of abnormal noise between components.

[0011] Optionally, the first fixed constant velocity universal joint includes a first spherical shell, and the second fixed constant velocity universal joint includes a second spherical shell, and the first spherical shell is fixedly connected to the second spherical shell.

[0012] By adopting the above technical solution, the first fixed constant velocity universal joint and the second fixed constant velocity universal joint are fixedly connected via the first spherical shell and the second spherical shell, thereby ensuring the integrity and stability of the intermediate support device.

[0013] Optionally, the first spherical shell and the second spherical shell are integrally formed.

[0014] By adopting the above technical solution, the first spherical shell and the second spherical shell are integrally formed into a sleeve-shaped structure, so that the star-shaped sleeve and other structures inside the first fixed constant velocity universal joint and the second fixed constant velocity universal joint can be coaxially and symmetrically arranged, thereby ensuring the coaxiality of the first fixed constant velocity universal joint and the second fixed constant velocity universal joint, that is, ensuring the coaxiality of the transmission output shaft and the rear axle input shaft, and improving the vehicle operation stability.

[0015] Optionally, the support frame includes a support portion and a connection portion for connecting to the vehicle body, the support portion is provided with a mounting hole, and the first spherical shell and the second spherical shell are rotatably inserted into the mounting hole.

[0016] By adopting the above technical solution, the support part is suspended on the bottom of the vehicle body through the connecting part, and the two fixed constant velocity universal joints are rotatably arranged on the support part through the first spherical shell and the second spherical shell. This not only realizes the suspension of the first fixed constant velocity universal joint and the second fixed constant velocity universal joint, but also the support position can provide more stable support, ensuring the working stability of the first fixed constant velocity universal joint and the second fixed constant velocity universal joint and reducing vibration.

[0017] Optionally, the first spherical shell and the second spherical shell are rotatably connected to the support portion via a bearing, and the bearing is located between the first spherical shell and the second spherical shell.

[0018] By adopting the above technical solution, the installation and positioning of the first spherical shell and the second spherical shell can be achieved by setting bearings, providing rotational support for the first fixed constant velocity universal joint and the second fixed constant velocity universal joint, reducing sliding friction, and ensuring the smooth rotation of the first fixed constant velocity universal joint and the second fixed constant velocity universal joint.

[0019] Optionally, the front connecting shaft and the rear connecting shaft are hollow shafts.

[0020] By adopting the above technical solution and setting the front connecting shaft and the rear connecting shaft as hollow structures, the weight of the transmission shaft can be reduced to a certain extent, thereby alleviating the load on the vehicle body.

[0021] Optionally, the inner walls of the front connecting shaft and the rear connecting shaft are provided with reinforcing ribs.

[0022] By adopting the above technical solution, since the front connecting shaft and the rear connecting shaft are set to be hollow, the strength is improved by providing reinforcing ribs.

[0023] Optionally, the first fixed constant velocity universal joint and the second fixed constant velocity universal joint are both provided with dust covers.

[0024] By adopting the above technical solution, the dust cover can effectively block external dust, sand and other impurities from entering the interior of the universal joint, and can also prevent the lubricating oil inside the constant velocity joint from leaking out, ensuring that the universal joint can work continuously and stably.

[0025] In summary, this application includes at least one of the following beneficial technical effects:

[0026] 1. By installing two symmetrical fixed constant velocity universal joints in the middle of the drive shaft, the front and rear connecting shafts can achieve a larger swing angle, effectively adjusting the angle between the transmission output shaft and the rear axle input shaft, and achieving constant velocity transmission between the two shafts;

[0027] 2. The distance change between the transmission output shaft and the rear axle input shaft is provided by the first and second telescopic constant velocity joints at both ends of the drive shaft, reducing sliding friction and effectively absorbing harmful vibrations and impacts of associated equipment;

[0028] 3. The first fixed constant velocity joint and the second fixed constant velocity joint are set as an integral part, ensuring the coaxiality between the transmission output shaft and the rear axle input shaft, and ensuring efficient constant velocity transmission of the front and rear connecting shafts;

[0029] 4. In this design, the position where the drive shaft provides support is located in the middle of the first fixed constant velocity joint and the second fixed constant velocity joint, which can provide stable support and reduce vibration. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic diagram of the overall structure of an embodiment of the present application;

[0031] Figure 2 It is a structural schematic diagram of the middle support device in an embodiment of the present application.

[0032] Description of reference numerals:

[0033] 1. Front connecting shaft; 2. Rear connecting shaft; 3. Intermediate supporting device; 4. First fixed constant velocity universal joint; 5. Second fixed constant velocity universal joint; 6. Support frame; 7. First telescopic constant velocity universal joint; 8. Second telescopic constant velocity universal joint; 9. First spherical shell; 10. Second spherical shell; 11. Support part; 12. Connecting part; 13. Mounting hole; 14. Bearing; 15. Reinforcement rib; 16. Dust cover. DETAILED DESCRIPTION

[0034] The following is combined with Figure 1-2 This application is described in further detail.

[0035] The embodiment of the present application discloses a bidirectional tandem constant velocity universal joint transmission shaft. Figure 1The transmission shaft includes a front connecting shaft 1 and a rear connecting shaft 2 and an intermediate support device 3 arranged between the front connecting shaft 1 and the rear connecting shaft 2. The top of the intermediate support device 3 is connected to the automobile body to support and suspend the transmission shaft. The front connecting shaft 1 and the rear connecting shaft 2 can swing relative to the intermediate support device 3, thereby providing a larger swing angle. The end of the front connecting shaft 1 away from the intermediate support device 3 is connected to the transmission output shaft by setting a first telescopic constant velocity universal joint 7, and the end of the rear connecting shaft 2 away from the intermediate support device 3 is connected to the input shaft of the rear axle by setting a second telescopic constant velocity universal joint 8. Therefore, no axial movement occurs between the front connecting shaft 1 and the rear connecting shaft 2, and there is no need to set a spline sliding structure, which simplifies the structure and processing technology; the distance change between the transmission output shaft and the rear axle input shaft is provided by the first telescopic constant velocity universal joint 7 and the second telescopic constant velocity universal joint 8 at both ends of the transmission shaft, which reduces sliding friction and can effectively absorb harmful vibrations and impacts of associated equipment.

[0036] Reference Figure 2 The intermediate support device 3 includes a first fixed constant velocity joint 4, a second fixed constant velocity joint 5, and a support frame 6. The support frame 6 includes a connecting portion 12 for connecting to the vehicle body and a supporting portion 11. The supporting portion 11 has a mounting hole 13. The first fixed constant velocity joint 4 and the second fixed constant velocity joint 5 are both inserted into the mounting hole 13 and are coaxially arranged. The first fixed constant velocity joint 4 includes a first ball shell 9 and a star-shaped sleeve assembly arranged in the first ball shell 9. The second fixed constant velocity joint 5 includes a second ball shell 10 and a star-shaped sleeve assembly arranged in the second ball shell 10. The star-shaped sleeve assemblies in the first fixed constant velocity joint and the second fixed constant velocity joint are symmetrically arranged. Due to the two fixed constant velocity joints arranged in the middle, the front connecting shaft 1 and the rear connecting shaft 2 can achieve a larger swing angle, effectively adjusting the change in the angle between the transmission output shaft and the rear axle input shaft.

[0037] like Figure 2 As shown, the first spherical shell 9 and the second spherical shell 10 are fixedly connected. In this embodiment, the first spherical shell 9 and the second spherical shell 10 are integrally formed to form a cylindrical sleeve, which is mounted in the mounting hole 13 by providing a bearing 14; the bearing 14 is located in the middle of the sleeve, so that the first fixed constant velocity universal joint 4 and the second fixed constant velocity universal joint 5 are symmetrically arranged with the bearing 14 as the center, and the shaft of the first fixed constant velocity universal joint 4 is connected to the front connecting shaft 1, and the shaft of the second fixed constant velocity universal joint 5 is connected to the rear connecting shaft 2. The above design ensures the coaxiality between the front connecting shaft 1 and the rear connecting shaft 2, while achieving efficient constant velocity transmission between the front connecting shaft 1 and the rear connecting shaft 2, that is, achieving efficient constant velocity transmission between the transmission output shaft and the rear axle input shaft.

[0038] In addition, the position where the drive shaft provides support in this design is located at the first fixed constant velocity joint 4 and the second fixed constant velocity joint 5, which can provide stable support for the first fixed constant velocity joint and the second fixed constant velocity joint and reduce vibration.

[0039] In order to achieve the lightweight of the overall drive shaft and reduce the vehicle load, the front connecting shaft 1 and the rear connecting shaft 2 are set to a hollow shaft structure; at the same time, annular reinforcement ribs 15 are provided on the inner walls of the front connecting shaft 1 and the rear connecting shaft 2 to improve the strength of the front connecting shaft 1 and the rear connecting shaft 2.

[0040] A dust cover 16 is provided between the shaft and the spherical shell of the first fixed constant velocity universal joint 4 and the second fixed constant velocity universal joint 5. The dust cover 16 is made of rubber. One end of the dust cover 16 is fixed to the spherical shell by a clamp, and the other end is fixed to the shaft by a clamp to achieve dust protection of the first fixed constant velocity universal joint 4 and the second fixed constant velocity universal joint 5.

[0041] The implementation principle of a bidirectional serial constant velocity universal joint drive shaft in an embodiment of the present application is as follows: the front end of the drive shaft is connected to the transmission output shaft through a first telescopic constant velocity universal joint 7, and the rear end of the drive shaft is connected to the rear axle input shaft through a second telescopic constant velocity universal joint 8, thereby adapting to changes in the distance between the transmission and the rear axle; the middle part of the drive shaft is connected to the bottom of the vehicle body through a support frame 6 to support the drive shaft, and adapts to changes in the angle between the transmission output shaft and the rear axle input shaft through the first fixed constant velocity universal joint 4 and the second fixed constant velocity universal joint 5 symmetrically arranged on the support frame 6.

[0042] The above are all preferred embodiments of the present application, and are not intended to limit the scope of protection of the present application. Therefore, any equivalent changes made based on the structure, shape, and principle of the present application should be included in the scope of protection of the present application.

Claims

1. A bidirectional tandem constant velocity universal joint transmission shaft, comprising a front connecting shaft (1) and a rear connecting shaft (2), characterized in that: The front connecting shaft (1) and the rear connecting shaft (2) are connected by arranging an intermediate support device (3), wherein the intermediate support device (3) comprises a first fixed constant velocity universal joint (4) connected to the front connecting shaft (1), a second fixed constant velocity universal joint (5) connected to the rear connecting shaft (2), and a support frame (6) connected to the vehicle body; the first fixed constant velocity universal joint (4) and the second fixed constant velocity universal joint (5) are rotatably connected to the support frame (6); the front end of the front connecting shaft (1) is used to be connected to the transmission output shaft, and the rear end of the rear connecting shaft (2) is used to be connected to the rear axle.

2. The bidirectional tandem constant velocity universal joint drive shaft according to claim 1, characterized in that: The front end of the front connecting shaft (1) is connected to the transmission output shaft by arranging a first telescopic constant velocity universal joint (7), and the rear end of the rear connecting shaft (2) is connected to the rear axle by arranging a second telescopic constant velocity universal joint (8).

3. The bidirectional tandem constant velocity universal joint drive shaft according to claim 1, characterized in that: The first fixed constant velocity universal joint (4) includes a first spherical shell (9), and the second fixed constant velocity universal joint (5) includes a second spherical shell (10), and the first spherical shell (9) and the second spherical shell (10) are fixedly connected.

4. The bidirectional tandem constant velocity universal joint drive shaft according to claim 3, characterized in that: The first spherical shell (9) and the second spherical shell (10) are integrally formed.

5. The bidirectional tandem constant velocity universal joint drive shaft according to claim 4, characterized in that: The support frame (6) comprises a support portion (11) and a connection portion (12) for connecting to a vehicle body; the support portion (11) is provided with a mounting hole (13); the first spherical shell (9) and the second spherical shell (10) are rotatably arranged through the mounting hole (13).

6. The bidirectional tandem constant velocity universal joint drive shaft according to claim 5, characterized in that: The first spherical shell (9) and the second spherical shell (10) are rotatably connected to the support portion (11) via a bearing (14), and the bearing (14) is located in the middle of the first spherical shell (9) and the second spherical shell (10).

7. The bidirectional tandem constant velocity universal joint drive shaft according to claim 1, characterized in that: The front connecting shaft (1) and the rear connecting shaft (2) are hollow shafts.

8. The bidirectional tandem constant velocity universal joint drive shaft according to claim 7, characterized in that: The inner walls of the front connecting shaft (1) and the rear connecting shaft (2) are provided with reinforcing ribs (15).

9. The bidirectional tandem constant velocity universal joint drive shaft according to claim 1, characterized in that: The first fixed constant velocity universal joint (4) and the second fixed constant velocity universal joint (5) are both provided with a dust cover (16).

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