Split drive shaft

Abstract

Split type transmission shaft relates to transmission structure technical field, including coaxial parallel rotation connection in the middle transmission shaft and universal transmission shaft in axle housing, the middle transmission shaft and universal transmission shaft are connected through meshing support structure, the other end of the middle transmission shaft is connected differential gear, the other end of universal transmission shaft is connected end transmission assembly.The utility model solves the problem that the length of universal transmission shaft of the rear drive axle of large harvester in traditional technology is lengthened, and the transmission efficiency is reduced due to the torsional deformation in the transmission process caused by the insufficient rigidity, and the left and right universal transmission shafts are not universal, which leads to the problems of large mold development investment, difficult manufacturing process turnover protection, difficult to ensure the straightness of processing, poor dynamic balance, easy to wear, high straightening cost and low production efficiency.

Description

Technical Field

[0001] This utility model relates to the field of transmission structure technology, specifically to a split-type transmission shaft. Background Technology

[0002] Driven by the need for large-scale agricultural production and people's pursuit of economy and operational efficiency, the trend of harvesters becoming wider and larger year by year has become inevitable. With the widening of harvesters, the corresponding rear drive axle also needs to be widened. Traditionally, the rear drive axle of harvesters transmits power from the central input to the left and right end drives the tires to rotate through the left and right universal drive shafts.

[0003] A prior art patent with publication number CN211550319U discloses a solution including a splined shaft fork and a rotating part. The splined shaft fork and the rotating part are connected by a spline to transmit torque. A first universal joint is provided at the outer end of the splined shaft fork, and a second universal joint is provided at the outer end of the rotating part. A keyway is provided inside the rotating part, and the splined shaft fork can move along the keyway on the rotating shaft to adjust the length of the middle and rear axle driveshaft. The provided middle and rear axle driveshaft has a reasonable design and compact structure. The driveshaft does not require a shaft tube, reducing the number of parts, lightening the weight of the middle and rear axle driveshaft, and effectively improving the performance of the driveshaft.

[0004] The shortcomings of existing technology have gradually become apparent with use, mainly in the following aspects:

[0005] First, because the universal drive shaft of the rear drive axle of large harvesters is thin and long, the length of the drive shaft is also increased after the rear drive axle is widened. Due to insufficient rigidity, torsional deformation occurs during transmission, reducing transmission efficiency.

[0006] Secondly, the lack of interchangeability between the left and right universal drive shafts leads to high investment in mold development, difficulties in handling and protecting the manufacturing process, and makes it difficult to ensure the straightness of the machining, resulting in poor dynamic balance, easy wear, high straightening costs, and low production efficiency.

[0007] In conclusion, the existing technology obviously has inconveniences and defects in practical use, so it is necessary to improve it. Utility Model Content

[0008] To address the shortcomings of existing technologies, this utility model provides a split-type drive shaft to solve the problems of the traditional technology where the length of the universal drive shaft of the rear drive axle of large harvesters is correspondingly increased, resulting in torsional deformation during transmission due to insufficient rigidity, thus reducing transmission efficiency; and the incompatibility of the left and right universal drive shafts leading to high investment in mold development, difficulties in handling and protecting the manufacturing process, difficulty in ensuring machining straightness, poor dynamic balance, easy wear, high straightening costs, and low production efficiency.

[0009] To achieve the above objectives, this utility model provides the following technical solution:

[0010] The split drive shaft includes an intermediate drive shaft and a universal drive shaft that are coaxially and rotatably connected inside the axle housing. The intermediate drive shaft and the universal drive shaft are connected by a meshing support structure. The other end of the intermediate drive shaft is connected to a differential gear, and the other end of the universal drive shaft is connected to the end drive assembly.

[0011] As an optimized solution, the meshing support structure includes a spline sleeve, and the opposite ends of the intermediate drive shaft and the universal drive shaft are respectively provided with spline structures that mesh with the spline sleeve.

[0012] As an optimized solution, the meshing support structure includes a support protrusion fixedly disposed inside the axle housing, the support protrusion having a support channel, and the spline sleeve being rotatably supported within the support channel.

[0013] As an optimized solution, two bearings are mounted side by side in the support channel, with the outer ring of the bearing abutting against the support channel and the inner ring of the bearing abutting against the outer wall of the spline sleeve.

[0014] As an optimized solution, one end of the support channel is provided with an outer ring axial limiting boss, which abuts against the outer ring end face of one of the bearings.

[0015] As an optimized solution, the outer ring of the spline sleeve is provided with an inner ring axial limiting boss, which abuts against the inner ring end face of one of the bearings.

[0016] As an optimized solution, the outer ring axial limiting boss and the inner ring axial limiting boss are located on the same side of the bearing.

[0017] As an optimized solution, a retaining ring assembly is fitted onto the outer wall of another bearing, away from the outer ring axial limiting boss or the inner ring axial limiting boss.

[0018] As an optimized solution, the outer ring of the spline sleeve and the support channel are respectively provided with slots, and the retaining ring assembly is fitted into the slots.

[0019] Compared with the prior art, the beneficial effects of this utility model are:

[0020] After widening the rear drive axle, in order to improve system transmission efficiency, reduce development and manufacturing costs, and ensure structural strength, the drive shaft is split in two. Taking the short universal drive shaft on the right as the standard, the long universal drive shaft on the left is split in two. One side is the middle drive shaft, and the other side is the universal drive shaft. They are connected by a spline sleeve. The spline sleeve is reliably fixed and supported on the axle housing by the bearing. The bearing is limited by the retaining ring group to prevent it from falling out.

[0021] The universal drive shafts on both sides are interchangeable, which reduces development costs, improves the commonality of parts, and standardizes the process.

[0022] The universal drive shaft is shortened, and the torsional rigidity is increased by setting up a meshing support structure, which improves the transmission efficiency.

[0023] Furthermore, the interlocking support structure improves support strength, increases manufacturing efficiency, and reduces manufacturing costs. Attached Figure Description

[0024] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0025] Figure 1 This is a schematic diagram of the structure of this utility model;

[0026] Figure 2 This is a schematic diagram of the structure of this utility model.

[0027] In the diagram: 1-bridge housing; 2-intermediate drive shaft; 3-universal drive shaft; 4-meshing support structure; 5-differential gear; 6-end drive assembly; 7-support protrusion; 8-bearing; 9-spline sleeve; 10-spline structure; 11-outer ring axial limiting boss; 12-inner ring axial limiting boss; 13-retaining ring assembly. Detailed Implementation

[0028] The embodiments of the present invention will now be described in detail with reference to the accompanying drawings. These embodiments are merely illustrative of the present invention and should not be construed as limiting the scope of protection of the present invention.

[0029] like Figure 1 and Figure 2 As shown, the split drive shaft includes an intermediate drive shaft 2 and a universal drive shaft 3 that are coaxially and rotatably connected inside the axle housing 1. The intermediate drive shaft 2 and the universal drive shaft 3 are connected by a meshing support structure 4. The other end of the intermediate drive shaft 2 is connected to the differential gear 5, and the other end of the universal drive shaft 3 is connected to the end drive assembly 6.

[0030] The meshing support structure 4 includes a spline sleeve 9, and the opposite ends of the intermediate drive shaft 2 and the universal drive shaft 3 are respectively provided with spline structures 10 that mesh with the spline sleeve 9.

[0031] The meshing support structure 4 includes a support protrusion 7 fixedly disposed inside the axle housing 1, and a support channel is provided on the support protrusion 7. The spline sleeve 9 is rotatably supported in the support channel.

[0032] Two bearings 8 are mounted side by side in the support channel. The outer ring of the bearing 8 abuts against the support channel, and the inner ring of the bearing 8 abuts against the outer wall of the spline sleeve 9.

[0033] One end of the support channel is provided with an outer ring axial limiting boss 11, which abuts against the outer ring end face of one of the bearings 8.

[0034] The outer ring of the spline sleeve 9 is provided with an inner ring axial limiting boss 12, which abuts against the inner ring end face of one of the bearings 8.

[0035] The outer ring axial limiting boss 11 and the inner ring axial limiting boss 12 are located on the same side of the bearing 8.

[0036] A retaining ring assembly 13 is fitted on the outer wall of another bearing 8, which is away from the outer ring axial limiting boss 11 or the inner ring axial limiting boss 12.

[0037] The outer ring of the spline sleeve 9 and the support channel are respectively provided with slots, and the retaining ring group 13 is correspondingly installed in the slots.

[0038] The retaining ring assembly 13 includes two retaining rings, which are respectively fitted into the slots of the spline sleeve 9 and the slots of the support channel.

[0039] The working principle of this device is as follows:

[0040] After the rear drive axle is widened, in order to improve the system transmission efficiency, reduce development and manufacturing costs, and ensure structural strength, the drive shaft is split in two. Taking the short universal drive shaft 3 on the right as the standard, the long universal drive shaft 3 on the left is split in two. One side is the middle drive shaft 2, and the other side is the universal drive shaft 3. They are connected by a spline sleeve 9. The spline sleeve 9 is reliably fixed and supported on the axle housing 1 by the bearing 8. The bearing 8 is limited by the retaining ring group 13 to prevent it from falling out.

[0041] The universal drive shafts on both sides are universal, which reduces development costs, improves the versatility of parts, and standardizes the process.

[0042] The universal drive shaft 3 is shortened, and the torsional rigidity is increased by setting the meshing support structure 4, which improves the transmission efficiency.

[0043] Furthermore, the meshing support structure 4 improves support strength, increases manufacturing efficiency, and reduces manufacturing costs.

[0044] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model, and they should all be covered within the scope of the claims and specification of this utility model.

Claims

1. A split-type drive shaft, characterized in that: It includes an intermediate drive shaft (2) and a universal drive shaft (3) that are coaxially and rotatably connected inside the axle housing (1). The intermediate drive shaft (2) and the universal drive shaft (3) are connected by a meshing support structure (4). The other end of the intermediate drive shaft (2) is connected to a differential gear (5), and the other end of the universal drive shaft (3) is connected to the end drive assembly (6).

2. The split-type drive shaft according to claim 1, characterized in that: The meshing support structure (4) includes a spline sleeve (9), and the opposite ends of the intermediate drive shaft (2) and the universal drive shaft (3) are respectively provided with spline structures (10) that mesh with the spline sleeve (9).

3. The split-type transmission shaft according to claim 1, characterized in that: The meshing support structure (4) includes a support protrusion (7) fixedly disposed inside the bridge housing (1), and a support channel is provided on the support protrusion (7), and the spline sleeve (9) is rotatably supported in the support channel.

4. The split-type transmission shaft according to claim 3, characterized in that: Two bearings (8) are mounted side by side in the support channel. The outer ring of the bearing (8) abuts against the support channel, and the inner ring of the bearing (8) abuts against the outer wall of the spline sleeve (9).

5. The split-type drive shaft according to claim 3, characterized in that: One end of the support channel is provided with an outer ring axial limiting boss (11), which abuts against the outer ring end face of one of the bearings (8).

6. The split-type drive shaft according to claim 5, characterized in that: The outer ring of the spline sleeve (9) is provided with an inner ring axial limiting boss (12), which abuts against the inner ring end face of one of the bearings (8).

7. The split-type drive shaft according to claim 6, characterized in that: The outer ring axial limiting boss (11) and the inner ring axial limiting boss (12) are located on the same side of the bearing (8).

8. The split-type transmission shaft according to claim 6, characterized in that: A retaining ring assembly (13) is fitted on the outer wall of another bearing (8) that is away from the outer ring axial limiting boss (11) or the inner ring axial limiting boss (12).

9. The split-type transmission shaft according to claim 8, characterized in that: The outer ring of the spline sleeve (9) and the support channel are respectively provided with slots, and the retaining ring group (13) is fitted into the slots.

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