ISUZU D-MAX TFR Parts

The universal joint is a key component on the automobile drive shaft. A car is a moving object. In a rear-drive car, the engine, clutch and transmission are installed on the frame as a whole, and the drive axle is connected to the frame through elastic suspension. There is a distance between the two and needs to be connected. When the car is running, the road surface is uneven and causes bounce.
Generally, the universal joint consists of a cross shaft, a cross bearing and a flange fork. The universal joint is a key component on the automobile drive shaft. On front-engine, rear-wheel drive vehicles, the universal joint drive shaft is installed between the transmission output shaft and the drive axle main reducer input shaft; while front-engine, front-wheel drive vehicles omit the drive shaft and install the universal joint. Between the front axle half-shaft and the wheels, which are responsible for both driving and steering. When the vehicle is running on an uneven road surface, vibrations, load changes or differences in the installation positions of the two assemblies will cause changes in the angle and distance between the transmission output shaft and the drive axle main reducer input shaft. Therefore, a "changer" is required. "Strain" device is used to solve this problem, so there is a universal joint on a front-engine rear-wheel drive (or all-wheel drive) car. Due to the suspension deformation during the movement of the car, the drive shaft main reducer input There is often relative motion between the shaft and the output shaft of the transmission (or transfer case). In addition, in order to effectively avoid certain mechanisms or devices (which cannot achieve straight-line transmission), there must be a device to achieve normal transmission of power, so there is Universal joint drive. Universal joint transmission must have the following characteristics: a. Ensure that the relative positions of the two connected axes can be reliably transmitted when the relative positions of the two connected axes change within the expected range; b. Ensure that the two connected axes can operate evenly. The additional load, vibration and noise caused by the angle of the universal joint should be within the allowable range; c. The transmission efficiency should be high, the service life should be long, the structure should be simple, easy to manufacture and easy to maintain.
For automobiles, since the output shaft of a cross-shaft universal joint rotates at unequal speed relative to the input shaft (with a certain angle), double universal joints (or multiple universal joints) must be used for transmission. And arrange the two universal joint forks connected to the transmission shaft on the same plane, and make the angles between the two universal joints equal. This is very important. The angle of the universal joint should be minimized during design.

The traditional structure of the transmission shaft telescopic sleeve is to weld the spline sleeve and the flange fork together, and the spline shaft is welded to the transmission shaft tube. The new transmission shaft changes the traditional structure, the spline sleeve and the transmission shaft tube are welded together, and the spline shaft and the flange fork are integrated. The rectangular tooth spline is changed into a large pressure angle involute short tooth spline, which not only increases the strength but also facilitates extrusion forming to meet the needs of large torque working conditions. The tooth surface of the telescopic sleeve and the spline shaft is coated with a layer of nylon material as a whole, which not only increases the wear resistance and self-lubrication, but also reduces the damage to the drive shaft caused by impact loads and improves the buffering capacity.
This kind of transmission shaft adds a tubular sealing protective sleeve outside the flange spline shaft, and two polyurethane rubber oil seals are set at the end of the protective sleeve to form a completely sealed space in the telescopic sleeve, making the telescopic spline The shaft is not corroded by external sand and dust, and is not only dust-proof but also rust-proof. Therefore, applying grease once to the spline shaft and sleeve during assembly can fully meet the usage requirements. There is no need to install a grease nipple for lubrication, which reduces maintenance content.

It is designed to reduce friction and wear during shaft movement. Its basic use is the same as that of bearings, and it is relatively cheap. However, the friction resistance is large, so it will only be used on some parts. Most shaft sleeves are made of copper, but there are also plastic shaft sleeves. The bushing is mostly placed between the shaft and the supporting structure, and is very close to the supporting structure. Only the shaft can rotate on the bushing. When assembling the shaft and sleeve, lubricant is added between the two to reduce the friction generated when they rotate.

A universal joint in which the angular velocities of the main and driven shafts remain equal when the angle between the two shafts changes is called a constant velocity universal joint or a constant angular velocity universal joint. They are mainly used in wheel transmission devices such as steering drive axles and disconnected drive axles, and are mainly used for power transmission in cars.

A universal joint in which the angular velocities of the main and driven shafts are unequal when the angle between the two shafts changes is called an uneven velocity universal joint, also called a cross-axis universal joint. The cross-shaft rigid universal joint drive shaft is the most widely used in automobile transmission systems and has the longest history. When the car is rear-wheel drive, a cross-shaft universal joint drive shaft is often used. For some high-end cars, constant velocity ball joints are also used; when the car is front-wheel drive, a constant velocity universal joint is often used - etc. The speed universal joint is also a kind of transmission shaft, but it has a different name. The drive shaft usually refers to a cross-shaft rigid universal joint drive shaft. The cross-shaft rigid universal joint is mainly used to transmit angle changes. It generally consists of a flange fork, a cross-shaft needle roller bearing assembly, a universal joint fork or a sliding fork, an intermediate connecting fork or a spline shaft fork, and a needle roller bearing. It consists of axial fixing parts, etc. The flange fork is a fork-shaped part with a flange. It is generally made of forgings of medium carbon steel or medium carbon alloy steel. There are also sand castings of ductile iron and precision castings of medium carbon steel or medium carbon high-quality alloy steel. The flange fork generally has a flat flange, and some also have an end trapezoidal tooth flange. The cross shaft needle roller bearing assembly generally includes four needle roller bearings, a cross shaft, and a grease nipple. Needle roller bearings generally consist of several needle rollers, a bearing bowl, and a multi-edge rubber oil seal (some with a skeleton). In some needle roller bearings, there is also a circular gasket with an oil groove, either nylon or copper or other materials. It is mainly used to reduce the axial clearance of the universal joint and improve the dynamic balance quality of the drive shaft. . The universal joint fork is a fork-shaped part, generally made of forgings of medium carbon steel or medium carbon alloy steel, and also precision castings of medium carbon steel. The axial fixing parts of needle roller bearings are generally elastic retaining rings (internal and external cassettes) for holes (or shafts), or bearing pressure plates, locking plates, bolts, etc.