Transmission structure of automobile door axle gearbox

Abstract

The utility model discloses a transmission structure of an automobile door axle gear box, and particularly relates to the field of gear boxes, which comprises a first gear box body, a second gear box body is arranged on one side of the first gear box body, a first bolt is inserted in the second gear box body, and the first bolt is connected in the first gear box body through threads. And a plurality of through holes are formed in the first gear box body, second bolts are inserted into the through holes, the second bolts are connected into the second gear box body through threads, and a positioning rod is fixedly connected to one side of the second gear box body. By arranging the first gear, the second gear and the third gear, a series of problems that a straight-tooth gear is loud in noise at a high speed, a helical-tooth gear is quick in side face abrasion and low in strength, and a chain and a chain wheel are large in size and low in torque during transmission are solved; the herringbone gear applied to the automobile door bridge has the advantages of low noise, small size, strong structure, easiness in layout, low heat generated during transmission, high durability and the like.

Description

Technical Field

[0001] The utility model relates to the field of gear boxes, and more specifically, to a transmission structure of an automobile door axle gear box. Background Art

[0002] A gearbox is a power transmission mechanism that converts the input rotational speed of a power component to the desired rotational speed and can also change torque. Among the mechanisms currently used to transmit power and motion, gearboxes are widely used and can be found in the transmission systems of almost all types of machinery, from ships, automobiles, and motorcycles for transportation, heavy machinery used in construction, processing machinery and automated production equipment used in the mechanical industry, to everyday household appliances and clocks. Their applications range from high-power transmission to small loads and precise angular transmission. Therefore, gearboxes are widely used in speed and torque conversion equipment.

[0003] There are three transmission structures for existing automobile portal axles. The spur gearbox makes a lot of noise when driving at high speed; the helical gearbox wears the gear sides quickly and has low strength; the chain drive gearbox can withstand low torque and is large in size. The three transmission structures each have their own shortcomings. To address this problem, it is necessary for technicians in this field to develop a transmission structure for automobile portal axle gearboxes. Utility Model Content

[0004] In order to overcome the above-mentioned defects of the prior art, an embodiment of the present invention provides a transmission structure of an automobile door axle gearbox. By setting a first gear, a second gear and a third gear, a series of problems such as high noise of spur gears at high speeds, rapid side wear and low strength of helical gears, large volume and low torque during chain sprocket transmission are solved. The herringbone gear applied to automobile door axles has the advantages of low noise, small volume, strong structure, easy layout, low heat generation during transmission, and high durability, so as to solve the problems raised in the above-mentioned background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a transmission structure of a vehicle door axle gearbox, comprising a first gearbox body, a second gearbox body being provided on one side of the first gearbox body, a first bolt being inserted into the interior of the second gearbox body, the first bolt being threadedly connected to the interior of the first gearbox body, a plurality of through holes being provided inside the first gearbox body, a second bolt being inserted into the interior of the through holes, the second bolt being threadedly connected to the interior of the second gearbox body, a positioning rod being fixedly connected to one side of the second gearbox body, a first gear being sleeved on an outer wall of the positioning rod, and a second gear and a third gear being meshed with an outer wall of the first gear.

[0006] In a preferred embodiment, positioning grooves are provided inside the second gear and the third gear, and a flange connection component is inserted into the positioning groove inside the third gear.

[0007] In a preferred embodiment, the flange connection component is inserted into the interior of the first gear housing.

[0008] In a preferred embodiment, a lower connecting component is fixedly connected to one side of the second gear housing, and a transmission input connecting component is provided inside the second gear housing.

[0009] In a preferred embodiment, the outer wall of the first gear housing is connected to a pore connector, and the top of the second gear housing is fixedly connected to an upper connecting component.

[0010] In a preferred embodiment, a connecting component is fixedly connected to the outer wall of the second gear box, and a braking connecting component is fixedly connected to the outer wall of the first gear box body by bolts.

[0011] The technical effects and advantages of this utility model are:

[0012] 1. The utility model solves a series of problems such as high noise at high speed of spur gears, rapid side wear and low strength of helical gears, large volume and low torque during chain and sprocket transmission by setting the first gear, the second gear and the third gear. The herringbone gear applied to automobile door axles has the advantages of low noise, small volume, strong structure, easy layout, low heat generation during transmission and high durability. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0014] Figure 2 This is a cross-sectional view of the connector structure of the present invention;

[0015] Figure 3 This is a cross-sectional view of the first gear box structure of the present invention.

[0016] The figures are marked as follows: 1. first gear box body; 2. second gear box body; 3. first bolt; 4. through hole; 5. second bolt; 6. positioning rod; 7. first gear; 8. second gear; 9. positioning groove; 10. flange connection component; 11. third gear; 12. third bolt; 13. lower connection component; 14. transmission input connection component; 15. air hole connector; 16. upper connection component; 17. connection component; 18. brake connection component. DETAILED DESCRIPTION

[0017] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0018] Example 1: Refer to the attached instructions Figure 1-3 The utility model is a transmission structure of a vehicle door axle gearbox, comprising a first gearbox body 1, see Figure 1 A second gear box body 2 is provided on one side of the first gear box body 1. A first bolt 3 is inserted into the interior of the second gear box body 2. The first bolt 3 is connected to the interior of the first gear box body 1 through a thread. Figure 3 The first gear housing 1 has a plurality of through holes 4 formed therein, and second bolts 5 are inserted into the through holes 4. The second bolts 5 are threadedly connected to the interior of the second gear housing 2. A positioning rod 6 is fixedly connected to one side of the second gear housing 2. The outer wall of the positioning rod 6 is sleeved with a first gear 7. The outer wall of the first gear 7 is meshed with a second gear 8 and a third gear 11.

[0019] The second gear 8 and the third gear 11 are provided with positioning grooves 9, and the positioning grooves 9 in the third gear 11 are connected with flange connection parts 10, which are connected with the interior of the first gear housing 1. Figure 1 A lower connecting component 13 is fixedly connected to one side of the second gear box body 2 (for connecting and installing the ball joint of the lower arm shock absorber), a transmission input connecting component 14 is provided inside the second gear box body 2, the outer wall of the first gear box body 1 is connected to the air hole connector 15, and the top of the second gear box body 2 is fixedly connected to the upper connecting component 16 (the upper connecting component 16 can be used for McPherson or double wishbone, for connecting and installing the ball joint of the upper arm shock absorber), the outer wall of the second gear box body 2 is fixedly connected to the connecting component 17 (the connecting component 17 is used to connect the steering component), and the outer wall of the first gear box body 1 is fixedly connected to the brake connecting component 18 by bolts.

[0020] It should be noted that the first gear 7, the second gear 8, and the third gear 11 are arranged in a herringbone gear. The herringbone gear has a unique double-helix design, so that the spiral arrangement on both sides can offset the axial force of each other, so that it can remain stable at high-speed operation; the design of the herringbone gear makes it have a high overlap during operation, reducing the axial load and improving the carrying capacity; the herringbone gear has a clever arrangement of its spiral lines, so that the axial forces generated during operation will offset each other, avoiding the need for the bearing to bear axial thrust; due to the inclined design of the herringbone gear tooth profile, the herringbone gear has a longer tooth length; compared with the existing automobile portal axle, there are three transmission structure modes: spur gear transmission, the spur gear transmission portal axle gear has the advantage of bearing large torque and high strength, and the disadvantage is that the spur gear makes a loud noise when driving at high speed; helical gear portal axle gearbox, helical gear high It has good quietness at high speed, but the thrust of the helical teeth and bevel causes large lateral force, large wear, weak structure, low strength, high heat generation and other problems; the portal bridge is a chain-driven gearbox, and the chain-driven portal bridge gearbox has good quietness, but it can withstand low torque. If you want to strengthen the chain-sprocket driven portal bridge, you must thicken and widen the chain sprocket, but after widening and thickening the chain sprocket strength, the appearance and volume of the corresponding portal bridge structure will also increase, which restricts the poor adaptability of the chain-sprocket driven portal bridge gearbox; the herringbone gear transmission device is applied to the portal bridge gearbox transmission structure, which solves a series of problems such as high noise at high speed of spur gears, fast side wear and low strength of helical gears, large volume and low torque during chain sprocket transmission. The herringbone gear applied to automobile portal bridges has the advantages of low noise, small volume, strong structure, easy layout, low heat generation during transmission and high durability.

[0021] Finally, a few points should be explained: First, in the description of this application, it should be noted that, unless otherwise specified or limited, the terms "mounted", "connected", and "connected" should be understood in a broad sense, and may refer to mechanical or electrical connections, internal communication between two components, or direct connection. "Up", "down", "left", and "right" are only used to indicate relative positional relationships. When the absolute position of the described object changes, the relative positional relationship may change.

[0022] Secondly: The drawings of the embodiments disclosed in this utility model only involve structures related to the embodiments disclosed in this utility model. Other structures can refer to common designs. In the absence of conflicts, the same embodiment and different embodiments of the utility model can be combined with each other.

[0023] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A transmission structure of a vehicle door axle gearbox, comprising a first gearbox body (1), characterized in that: A second gear housing (2) is provided on one side of the first gear housing (1), a first bolt (3) is inserted into the interior of the second gear housing (2), and the first bolt (3) is connected to the interior of the first gear housing (1) through a thread, a plurality of through holes (4) are opened inside the first gear housing (1), a second bolt (5) is inserted into the interior of the through holes (4), and the second bolt (5) is connected to the interior of the second gear housing (2) through a thread, a positioning rod (6) is fixedly connected to one side of the second gear housing (2), an outer wall of the positioning rod (6) is sleeved with a first gear (7), and an outer wall of the first gear (7) is meshed with a second gear (8) and a third gear (11).

2. The transmission structure of an automobile portal axle gearbox according to claim 1, characterized in that: Positioning grooves (9) are provided inside the second gear (8) and the third gear (11), and a flange connection component (10) is inserted into the positioning groove (9) inside the third gear (11).

3. The transmission structure of the automobile portal axle gearbox according to claim 2, characterized in that: The flange connection component (10) is inserted into the interior of the first gear box body (1).

4. The transmission structure of an automobile portal axle gearbox according to claim 1, characterized in that: A lower connecting component (13) is fixedly connected to one side of the second gear housing (2), and a transmission input connecting component (14) is provided inside the second gear housing (2).

5. The transmission structure of the automobile portal axle gearbox according to claim 3, characterized in that: The outer wall of the first gear housing (1) is connected to an air hole connector (15), and the top of the second gear housing (2) is fixedly connected to an upper connecting component (16).

6. The transmission structure of the automobile portal axle gearbox according to claim 5, characterized in that: The outer wall of the second gear housing (2) is fixedly connected to a connecting component (17), and the outer wall of the first gear housing (1) is fixedly connected to a braking connecting component (18) via bolts.

Images