structure optimization of drive shaft

drive shaft is subjected to alternating stresses such as torsion, shear, tension and compression, and impact, which can also cause torsion and bending vibration of the drive shaft, resulting in additional stress; uneven stress distribution; sliding friction between the drive journal and the bearing. The main failure forms of the drive shaft are fatigue fracture and serious journal wear. Therefore, the material must have high strength, a certain impact toughness, sufficient bending, torsion fatigue strength and rigidity, and the journal surface has high hardness and wear resistance. This type of material is medium carbon alloy steel, the use of quenching and tempering (or normalizing) heat treatment to improve and improve the processing performance. In recent years, a new type of steel, alloy quenching and tempering steel, is widely used in high-power engines, that is, by adding Si, Cu, Ti and other alloying elements to refine the grains, strengthen the steel matrix, and improve the strength of the steel.

drive shaft structure optimization The drive shaft relies on the spline and taper shaft to transmit torque with the planet carrier. The taper fit is often due to the loosening and wear of the eccentric bolt, which cannot transmit torque. Therefore, the structure of the drive shaft needs to be improved. The automatic selection of the drive shaft is included. Remove the taper part of the drive shaft, and design the drive connection plate and the spline shaft into two independent parts. The connection plate is designed as an internal spline groove matched with the drive shaft spline. The drive shaft spline is designed as a through spline to transmit torque. In this way, the torque is completely transmitted by the spline shaft and the planet carrier. The spline shaft will no longer have stress concentration due to the variable cross section and uneven strength excessive with the taper shaft, thereby improving the strength of the strength of the drive shaft.

car drive shaft The transmission device designed to drive the wheels is located at the end of the car's drive train, and its function is to transmit torque from the differential side gear to the driving wheels. In the disconnected drive axle and the steering drive axle, the transmission device for driving the wheels includes a half shaft and a universal joint transmission device, and a constant velocity universal joint is mostly used. The automatic selection of the drive shaft is included. On a general non-disconnected drive axle, the transmission device that drives the wheels is the half shaft. At this time, the half shaft connects the differential side gear and the hub. On the drive axle equipped with a wheel reducer, the half shaft connects the half shaft gear with the driving gear of the wheel reducer. The half shafts of ordinary non-disconnected drive axles are divided into three types: semi-floating, 3/4 floating and full-floating according to the support type or force conditions at the outer end. The semi-floating half shaft is directly supported on the bearing placed in the inner hole of the outer end of the axle housing with the journal near the outer end, and the end is fixed to the wheel hub with a tapered journal and key, or directly with a flange Connected with the wheel disc and brake drum). Therefore, in addition to transmitting torque, the semi-floating half shaft also bears the bending moment transmitted by the wheels. It can be seen that the semi-floating half-shaft bears complex loads, but it has the advantages of simple structure, small quality, compact size, and low cost. It is used for cars and light trucks with small quality, good use conditions and little load.