A bell housing structure for connecting a transmission to an engine

Abstract

The utility model discloses a new type connecting device of transmission and engine belongs to the transmission technical field for vehicle. It mainly includes: power assembly, transmission, and power assembly is restricted by cabin space, and its arrangement angle is different, is divided into A type power assembly and B type power assembly, and one end of both is connected with transmission, and A type power assembly or B type power assembly is installed with the transmission off shell that is adapted with between transmission, and transmission off shell is made by off shell mould, off shell mould includes main mould, A type inlay block mould, B type inlay block mould, and its A type inlay block mould or B type inlay block mould is fixedly connected with main mould. The utility model discloses a plurality of inlay block moulds and main module cooperation, can make different transmission off shell as needed, not only reduces the processing time of mould, also saved the mould material, and also reduced the development cost of mould. The utility model is mainly used for the connection of transmission and different driving power assembly.

Description

Technical Field

[0001] This utility model belongs to the field of automotive transmission technology, and more specifically, it relates to a separate structure for connecting the transmission and the engine. Background Technology

[0002] In our existing technology, there are two powertrain models with mid-engine, rear-wheel drive configurations and a platform-based engine design. Due to space constraints in the engine compartment, the two engines have different mounting angles: Model A's powertrain is mounted at 0° clockwise, while Model B's is mounted at 15° clockwise. When these two powertrains use the same transmission, the transmission body cannot rotate with the powertrain due to structural limitations. Therefore, it is necessary to design two separate transmission housings connecting the transmission and the powertrain. The connection point between the transmission housing and the powertrain should rotate with the powertrain, while the connection between the transmission housing and the transmission body should remain unchanged.

[0003] Designing two separate gearbox housings would require more processing time and mold materials, and would also increase mold development costs. Designing a production mold for gearbox housings that can accommodate multiple layout angles is a pressing issue that needs to be addressed. Utility Model Content

[0004] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide a housing structure for connecting the transmission and the engine. Through multiple sets of insert molds and the main module, different transmission housings can be manufactured as needed, which not only reduces the processing time of the mold, but also saves mold materials and reduces the development cost of the mold.

[0005] The aforementioned detachable housing structure for connecting a transmission and an engine includes a powertrain and a transmission. Due to space constraints in the engine compartment, the powertrain is arranged at different angles, resulting in either a Type A powertrain or a Type B powertrain, one end of which is connected to the transmission. A matching transmission detachable housing is installed between the Type A or Type B powertrain and the transmission. The transmission detachable housing is manufactured using a detachable housing mold, which includes a main mold, a Type A insert mold, and a Type B insert mold. The Type A or Type B insert mold is fixedly connected to the main mold. When the Type A insert mold is matched with the main mold, a Type A transmission detachable housing is produced; when the Type B insert mold is matched with the main mold, a Type B transmission detachable housing is produced.

[0006] Preferably, the main mold has a shaft hole at its center, and the shaft hole is cut into its own edge in a fan shape at a limited angle to form a slot.

[0007] Preferably, the slot is fixedly connected to the A-type insert mold or the B-type insert mold.

[0008] Preferably, the A-type shell has a first fixing hole and a second fixing hole on one side.

[0009] Preferably, the B-type shell has a third fixing hole and a fourth fixing hole on one side.

[0010] Preferably, the third fixing hole is offset to one side by a defined angle with the first fixing hole as the reference; the fourth fixing hole is offset in the same direction and angle as the third fixing hole with the second fixing hole as the reference.

[0011] Preferably, the first and second fixing holes are adapted to type A powertrains; the third and fourth fixing holes are adapted to type B powertrains.

[0012] Compared with the prior art, the beneficial effects of this utility model are:

[0013] 1. By using multiple sets of insert molds in conjunction with the main module, different gearbox housings can be manufactured as needed, which not only reduces the processing time of the molds but also saves mold materials and reduces the development cost of the molds. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the A-type powertrain arrangement angle of this utility model;

[0015] Figure 2 This is a schematic diagram of the B-type powertrain arrangement angle of this utility model;

[0016] Figure 3 This is a front view of the connection between the transmission and the A-type transmission of this utility model, separated from the housing;

[0017] Figure 4 This is a front view of the transmission and the A-type transmission of this utility model connected separately from the housing;

[0018] Figure 5 This is a top view of the connection between the transmission and the A-type transmission of this utility model, separated from the housing;

[0019] Figure 6 This is a front view of the connection between the transmission and the B-type transmission of this utility model, separated from the housing;

[0020] Figure 7 This is a front view of the transmission of this utility model connected to the B-type transmission outside the housing;

[0021] Figure 8 This is a top view of the connection between the transmission and the B-type transmission of this utility model, separated from the housing;

[0022] Figure 9 This is a schematic diagram of the assembly of the shell-removing mold of this utility model;

[0023] Figure 10This is a front view of the A-type transmission of this utility model outside the housing;

[0024] Figure 11 This is a front view of the B-type transmission of this utility model outside the housing;

[0025] Figure 12 This is a comparison image showing the overlap of the A-type and B-type transmission housings of this utility model.

[0026] In the diagram, 1. Type A powertrain; 2. Type B powertrain; 3. Transmission; 4. Transmission housing; 41. Type A transmission housing; 411. First fixing hole; 412. Second fixing hole; 42. Type B transmission housing; 421. Third fixing hole; 422. Fourth fixing hole; 5. Housing mold; 51. Main mold; 511. Shaft hole; 512. Slot; 52. Type A insert mold; 53. Type B insert mold. Detailed Implementation

[0027] The present invention will be further described below with reference to the accompanying drawings:

[0028] The directional terms used in the detailed description paragraphs are only for the convenience of those skilled in the art to understand the technical solutions described in this application based on the visual orientation shown in the accompanying drawings. Unless otherwise expressly specified and limited, the terms "setting," "installation," "connection," etc., should be interpreted broadly, and those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0029] like Figures 1 to 12As shown, a novel connection device between a transmission 3 and an engine includes a powertrain and a transmission 3. Due to space constraints in the engine compartment, the powertrain is arranged at different angles, resulting in either a type A powertrain 1 or a type B powertrain 2, one end of which is connected to the transmission 3. A transmission housing 4, adapted to the type A powertrain 1 or type B powertrain 2, is installed between it and the transmission 3. The transmission housing 4 is manufactured by a housing mold 5, which includes a main mold 51, a type A insert mold 52, and a type B insert mold 53. The type A insert mold 52 or type B insert mold 53 is embedded and fixedly connected to the main mold 51. When the type A insert mold 52 is adapted to the main mold 51, a type A transmission housing 41 is produced; when the type B insert mold 53 is adapted to the main mold 51, a type B transmission housing 42 is produced. Thus, due to the space constraints in their engine compartments, the Type A powertrain 1 and Type B powertrain 2 have different arrangement angles: Type A powertrain 1 is rotated 0° clockwise, while Type B powertrain 2 is rotated 15° clockwise. When both powertrains use the same transmission 3, the transmission 3, due to its structural limitations, cannot rotate 15° with Type B powertrain 2. Therefore, when the transmission 3 is connected to powertrains with different arrangement angles, different transmission housings 4 are required as the connection medium: Type A transmission housing 41 and Type B transmission housing 42, respectively applicable to Type A powertrain 1 and Type B powertrain 2.

[0030] The overall structure of the Type A transmission housing 41 and the Type B transmission housing 42 is largely the same, with only some structural differences. Therefore, when manufacturing the two types of transmission housings 4, the parts with significant structural differences need to be designed as insert molds and used in conjunction with the main mold 51 to produce different transmission housings 4. That is, using the Type A insert mold 52 produces the Type A transmission housing 41, and using the Type B insert mold 53 produces the Type B transmission housing 42. By changing the insert mold, not only are the mold development costs and processing time reduced, but also the mold development materials are saved.

[0031] like Figure 9 The main mold 51 has a central shaft hole 511, and the shaft hole 511 is cut in a fan shape at a defined angle towards its own edge to form a slot 512. This fan-shaped slot 512 ensures the integrity of the main mold 51 while also improving the coverage of structurally different parts. Furthermore, the fan-shaped slot 512 enhances the connection strength between the type A insert mold 52 or type B insert mold 53 and the main mold 51, preventing misalignment during production and thus improving the product yield.

[0032] like Figure 9As shown, the slot 512 is fixedly connected to either type A insert mold 52 or type B insert mold 53. In this way, type A insert mold 52 and type B insert mold 53 are fixed by fitting with the slot 512 to form a complete housing mold 5, so as to meet the production requirements of different transmission housings 4.

[0033] like Figures 10 to 12 As shown, the A-type transmission housing 41 has a first fixing hole 411 and a second fixing hole 412 on one side. In this way, when the A-type transmission housing 41 serves as the connection medium between the A-type powertrain 1 and the transmission 3, the A-type transmission housing 41 can be fixedly connected to the A-type powertrain 1 through the first fixing hole 411 and the second fixing hole 412.

[0034] like Figures 10 to 12 As shown, a third fixing hole 421 and a fourth fixing hole 422 are provided on one side of the B-type transmission housing 42. In this way, when the B-type transmission housing 42 serves as the connection medium between the B-type powertrain 2 and the transmission 3, the B-type transmission housing 42 can be fixedly connected to the B-type powertrain 2 through the third fixing hole 421 and the fourth fixing hole 422.

[0035] like Figure 12 As shown, the third fixing hole 421 is offset to one side at a defined angle with the first fixing hole 411 as the reference; the fourth fixing hole 422 is offset in the same direction and angle as the third fixing hole 421 with the second fixing hole 412 as the reference. Thus, the third fixing hole 421 and the fourth fixing hole 422 serve as the fixed connection points of the type B powertrain 2, and their deflection angles are the same as those of the type B powertrain 2.

[0036] Optionally, both the third fixing hole 421 and the fourth fixing hole 422 are rotated 15° clockwise. In this way, the rotation direction and angle of the third fixing hole 421 and the fourth fixing hole 422 are adapted to the type B powertrain 2.

[0037] Optionally, the first fixing hole 411 and the second fixing hole 412 are adapted to the type A powertrain 1; the third fixing hole 421 and the fourth fixing hole 422 are adapted to the type B powertrain 2.

[0038] Finally, although this specification describes embodiments, not every embodiment contains only one independent technical solution. This way of describing the specification is only for clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A detachable housing structure for connecting a transmission and an engine, comprising a powertrain and a transmission, wherein the powertrain is arranged at different angles due to engine compartment space constraints, and is divided into type A powertrain and type B powertrain, one end of which is connected to the transmission; and a transmission detachable housing adapted to the type A or type B powertrain is installed between the powertrain and the transmission, and the transmission detachable housing is made by a detachable housing mold, characterized in that: The shell-removing mold includes a mold body, an A-type insert mold, and a B-type insert mold, wherein the A-type insert mold or the B-type insert mold is fixedly connected to the mold body; wherein, when the A-type insert mold is adapted to the mold body, an A-type shell is produced; when the B-type insert mold is adapted to the mold body, a B-type shell is produced.

2. The off-shell structure for connecting a transmission and an engine according to claim 1, characterized in that: The mold body has a shaft hole at its center, and the shaft hole is cut into its own edge in a fan shape at a limited angle to form a groove.

3. The off-shell structure for connecting a transmission and an engine according to claim 2, characterized in that: The slot is fixedly connected to the type A insert mold or the type B insert mold.

4. The off-shell structure for connecting a transmission and an engine according to claim 1, characterized in that: The A-type shell has a first fixing hole and a second fixing hole on one side.

5. A detachable structure for connecting a transmission to an engine according to claim 1, characterized in that: The B-type shell has a third fixing hole and a fourth fixing hole on one side.

6. A detachable structure for connecting a transmission to an engine according to any one of claims 1 to 5, characterized in that: The third fixing hole is offset to one side at a limited angle with the first fixing hole as the reference; the fourth fixing hole is offset in the same direction and angle as the third fixing hole with the second fixing hole as the reference.

7. A detachable structure for connecting a transmission to an engine according to any one of claims 1 to 5, characterized in that: The first and second mounting holes are adapted to type A powertrains; the third and fourth mounting holes are adapted to type B powertrains.

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