Constant-speed transmission shaft with telescopic middle shaft

Abstract

The invention relates to front and rear wheel transmission shafts of a car or other mechanical transmission equipment, in particular to a middle shaft structure of a front wheel driving shaft for a car, aiming to provide a constant-speed transmission shaft with a telescopic middle shaft with favorable lubricating condition and excellent sliding performance. The constant-speed transmission shaft with a telescopic middle shaft is provided with a constant-speed universal joint of a driving wheel end center fixing type, a constant-speed universal joint of a gearbox end center fixing type and a middle shaft, wherein the middle shaft comprises a middle shaft sleeve, a middle shaft core, a retainer and rolling pieces, the middle shaft sleeve is sleeved on the middle shaft core, mutually matched grooves are respectively and evenly distributed on the periphery of the inner surface of the middle shaft sleeve and the periphery of the outer surface of the middle shaft core, the rolling pieces are arranged in the grooves between the middle shaft sleeve and the middle shaft core, and the mutual relative positions of the rolling pieces are fixed by the retainer. The middle shaft of the invention comprises the middle shaft sleeve, the middle shaft core, the retainer and the rolling pieces and has excellent transmission performance.

Description

technical field [0001] The invention relates to front and rear wheel transmission shafts of automobiles or other mechanical transmission equipment, in particular to an intermediate shaft structure of front wheel drive shafts for automobiles. Background technique [0002] The design of automobile transmission shaft has been explored and improved for a long time, and various types of transmission structures exist in actual vehicle design and production to varying degrees. [0003] Such as figure 1 As shown, the constant velocity transmission shafts of a large number of automobile driving wheels are generally composed of a center fixed constant velocity universal joint 10 at the driving wheel end, a center moving constant velocity universal joint 20' at the transmission end and an intermediate shaft 30'. The center-fixed constant velocity universal joint 10 has two structures, which are BJ type and UJ type. Such as figure 2 , diagram 2-1 As shown, the BJ-type centrally fi...

AI Technical Summary

Problems solved by technology

[0008] 2) The circumferential transmission gap is large

[0010] 3) The shock resistance is poor, and the gearbox end is greatly affected by the bending moment force

[0011] Due to the large clearance of the center-moving constant velocity universal joint, during the use of the transmission shaft, the intermediate shaft is close to the end of the moving end, which is prone to vibration or vibration; The force is uniform, but the force-bearing surface is not perpendicular to the output axis of the gearbox. The distance from each point of force to the gearbox end is different, and the bending moment on the gearbox end is also different. Each force point will have a different impact on the gearbox end. A bending moment difference is generated, and as the force center moves outward, the bending moment difference becomes larger and larger, which ultimately affects the life of the gearbox

[0012] At present, the transmission shaft of the center-moving constant velocity universal joint has been replaced by the center-fixed constant velocity universal joint, and the axial movement function completed by the original center-moving constant velocity universal joint is designed to be realized on the intermediate shaft, but Due to poor consideration of the design of the intermediate shaft, the sliding effect of the intermediate shaft is poor, which has led to the fact that drive shaft companies still use a large number of center-moving constant velocity universal joints.

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