Automobile transmission system drive shaft mounting anti-skid structure

Abstract

This utility model discloses an anti-slip structure for the installation of a drive shaft in an automotive transmission system, belonging to the technical field of automotive transmission systems. It mainly includes a brake assembly and a drive shaft assembly, with the brake assembly fixed to one end of the drive shaft assembly. The drive shaft assembly comprises a shaft, an inner ball cage assembly, and an outer ball cage assembly. The inner ball cage assembly is fixed to one end of the shaft, and the outer ball cage assembly is fixed to the other end of the shaft. One end of the outer ball cage assembly is fixedly connected to the shaft, and the outer ball cage assembly is fixedly connected to the brake assembly. An anti-slip structure is provided on the side facing the brake assembly. This utility model, through the knurled structure and spline cooperation, can conveniently and effectively improve the anti-slip performance of the drive shaft, effectively preventing abnormal noise. This utility model is mainly used to improve the anti-slip capability of the connection between the brake assembly and the drive shaft assembly.

Description

Technical Field

[0001] This utility model belongs to the technical field of automotive transmission systems, and more specifically, it relates to an anti-slip structure for mounting the drive shaft of an automotive transmission system. Background Technology

[0002] The drive shaft and brakes of a car's transmission system are mounted via a spline fit. Spline fits inevitably have some clearance, which directly affects the car's comfort, NVH performance, and ride smoothness. Therefore, the installation of the drive shaft in a car's transmission system must meet the vehicle's design anti-slip requirements to prevent problems such as metallic friction squealing, jerking, or abnormal chassis noises during driving.

[0003] Anti-slip mounting of the drive shaft in an automotive transmission system can be achieved by changing the end face structure of the outer ball cage 11 that contacts the drive shaft assembly and the brake assembly.

[0004] For the drive shaft of a traditional transmission system, such as Figure 1 As shown, the end face of the outer ball cage 11 of the drive shaft assembly that contacts the brake is a planar structure. After the drive shaft assembly 1 and the brake assembly are connected by spline connection, they are locked with the shaft head nut 3. The contact surface is a plane with a small coefficient of friction. Therefore, after applying a tightening torque to the nut 3, the anti-slip performance is poor.

[0005] Currently, for the drive shaft of this type of transmission system, if its anti-slip performance does not meet the user's needs, the contact friction is increased by applying a friction-reducing agent to the contact end face of the outer ball cage 11 of the drive shaft assembly 1 or by adding friction-reducing pads, thereby improving the anti-slip performance.

[0006] Existing technology designs using friction reducers or friction pads result in a huge waste of manpower, costs, and time. The effective period of friction reducers and friction pads is generally 1 to 3 years. After the expiration date, the friction coefficient decreases, which can lead to failure and easily cause customer complaints.

[0007] Therefore, it is necessary to design an anti-slip structure for the drive shaft mounting of an automotive transmission system to overcome the above-mentioned defects. Utility Model Content

[0008] The technical problem to be solved by this utility model is to overcome the shortcomings of the prior art and provide an anti-slip structure for the drive shaft of an automotive transmission system. The structure, which is knurled and splined, can conveniently and effectively improve the anti-slip performance of the drive shaft and effectively prevent abnormal noise.

[0009] The aforementioned anti-slip structure for a drive shaft of an automotive transmission system includes a brake assembly and a drive shaft assembly. The brake assembly is fixed to one end of the drive shaft assembly. The drive shaft assembly comprises a shaft, an inner ball cage assembly, and an outer ball cage assembly. The inner ball cage assembly is fixed to one end of the shaft, and the outer ball cage assembly is fixed to the other end of the shaft. One end of the outer ball cage assembly is fixedly connected to the shaft, and the outer ball cage assembly is fixedly connected to the brake assembly. An anti-slip structure is provided on the side facing the brake assembly.

[0010] Preferably, the anti-slip structure is a knurled design, and the knurling is arranged around the edge of one side of the outer ball cage assembly.

[0011] Preferably, the knurling abuts against one side of the brake assembly.

[0012] Preferably, the outer ball cage assembly has a spline fixed at one end facing the brake assembly, and the spline is engaged with the brake assembly, with one end protruding to the other end of the brake assembly.

[0013] Preferably, the end of the spline away from the outer ball cage assembly is threaded, and a shaft end nut is installed on the thread.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] 1. By combining the knurled structure with the spline, the anti-slip performance of the drive shaft can be easily and effectively improved, effectively preventing abnormal noise. Attached Figure Description

[0016] Figure 1 This is a schematic diagram showing the connection between the brake assembly and the drive shaft assembly of this utility model;

[0017] Figure 2 This is a front view of the drive shaft assembly of this utility model;

[0018] Figure 3 This is a schematic diagram of the outer ball cage assembly of this utility model.

[0019] In the diagram, 1 is the brake assembly; 2 is the drive shaft assembly; 3 is the shaft; 4 is the inner ball cage assembly; 5 is the outer ball cage assembly; 51 is the anti-slip structure; 511 is the knurling; 52 is the splined shaft; 53 is the thread; and 54 is the shaft head nut. Detailed Implementation

[0020] The present invention will be further described below with reference to the accompanying drawings:

[0021] 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.

[0022] like Figures 1 to 3 As shown, an anti-slip structure 51 for mounting a drive shaft in an automotive transmission system includes a brake assembly 1 and a drive shaft assembly 2. The brake assembly 1 is fixed to one end of the drive shaft assembly 2. The drive shaft assembly 2 includes a shaft 3, an inner ball cage assembly 4, and an outer ball cage assembly 5. The inner ball cage assembly 4 is fixed to one end of the shaft 3, and the outer ball cage assembly 5 is fixed to the other end of the shaft 3. One end of the outer ball cage assembly 5 is fixedly connected to the shaft 3, and the outer ball cage assembly 5 is fixedly connected to the brake assembly 1. An anti-slip structure 51 is provided on the side facing the brake assembly 1. Thus, by adding an anti-slip structure 51 to the side facing the brake assembly 1, the anti-slip performance between the drive shaft assembly 2 and the brake assembly 1 can be effectively improved.

[0023] like Figure 3 The structure 51 shown has knurling 511 around its perimeter on the side facing the brake assembly 1. In this way, the knurling 511 around one edge of the anti-slip structure 51 can improve the anti-slip performance with the brake assembly 1, while ensuring that the side with knurling 511 can make full contact with the brake assembly 1, so that the contact surface is always in a flat state, thereby improving the working stability of the outer ball cage assembly 5 and the brake assembly 1.

[0024] like Figure 1 and Figure 3 As shown, the knurling 511 abuts against one side of the brake assembly 1. In this way, the knurling 511 structure increases the coefficient of friction of the contact surface between the outer ball cage assembly 5 and the brake assembly 1, thereby improving the anti-slip properties of both.

[0025] like Figure 3 As shown, a splined shaft 52 is fixed to one end of the outer CV joint 5 facing the brake assembly 1, and the splined shaft 52 is engaged with the brake assembly 1, with one end protruding to the other end of the brake assembly 1. In this way, the multi-tooth meshing structure of the splined shaft 52 increases its contact area, significantly improves torque transmission capability, ensures the connection strength between the outer CV joint 5 and the brake assembly 1, and also improves the stability of both during high torque energy transmission.

[0026] like Figure 3As shown, the spline shaft 52 has a thread 53 at the end away from the outer ball cage assembly 5, and a shaft end nut 54 is installed on the thread 53. In this way, the shaft end nut 54 applies a preload to lock the spline shaft 52 axially with the brake assembly 1, preventing the spline shaft 52 from axially moving or separating due to vibration or external impact during transmission, thus ensuring the stability of power transmission.

[0027] 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. An automobile transmission system drive shaft mounting anti-skid structure (51), comprising a brake assembly (1) and a drive shaft assembly (2), the brake assembly (1) is fixed at one end of the drive shaft assembly (2), characterized in that: The drive shaft assembly (2) includes a shaft (3), an inner ball cage assembly (4), and an outer ball cage assembly (5). The inner ball cage assembly (4) is fixed to one end of the shaft (3), and the outer ball cage assembly (5) is fixed to the other end of the shaft (3). One end of the outer ball cage assembly (5) is fixedly connected to the shaft (3), and the outer ball cage assembly (5) is fixedly connected to the brake assembly (1). An anti-slip structure (51) is provided on the side facing the brake assembly (1).

2. The anti-slip structure (51) for mounting a drive shaft in an automotive transmission system according to claim 1, characterized in that: The anti-slip structure (51) has knurling (511) around its perimeter on the side facing the brake assembly (1).

3. The anti-slip structure (51) for mounting a drive shaft in an automotive transmission system according to claim 2, characterized in that: The knurling (511) abuts against one side of the brake assembly (1).

4. The anti-slip structure (51) for mounting a drive shaft in an automotive transmission system according to claim 1, characterized in that: The outer ball cage assembly (5) has a spline shaft (52) fixed at one end facing the brake assembly (1), and the spline shaft (52) is fitted with the brake assembly (1), with one end protruding to the other end of the brake assembly (1).

5. The anti-slip structure (51) for mounting a drive shaft in an automotive transmission system according to claim 4, characterized in that: The spline shaft (52) has a thread (53) at one end away from the outer ball cage assembly (5), and a shaft head nut (54) is installed on the thread (53).

Images