Automobile transmission shaft supporting structure

Abstract

The invention relates to the technical field of new energy automobile transmission, and discloses an automobile transmission shaft supporting structure which comprises a shaft pipe and further comprises a lubricating mechanism arranged in the middle of the shaft pipe and a cushioning mechanism arranged on the outer side of the lubricating mechanism. The lubricating mechanism comprises a fixing unit arranged in the middle of the shaft tube and a response unit arranged in the fixing unit. The fixing unit is used for limiting the movement range of the shaft tube; the response unit is used for triggering lubrication action; the fixing unit comprises a plurality of rollers arranged in the middle of the shaft tube in an annular array mode, a lantern ring jointly arranged on the outer sides of the rollers and a plurality of positioning holes formed in the two sides of the lantern ring in an annular array mode. Through the arranged lubricating mechanism, lubricating can be automatically conducted when the friction force between the transmission shaft and the supporting structure reaches a certain threshold value, vibration energy of the transmission shaft can be absorbed and dispersed, and supply of a lubricating agent can be automatically stopped after the lubricating condition meets the requirement.

Description

Technical Field

[0001] The present invention relates to the field of new energy automobile transmission technology, and in particular to an automobile transmission shaft support structure. Background Art

[0002] With the popularity of new energy vehicles, the application scenarios of automobile drive shaft support structures are also constantly evolving. In new energy vehicles, the drive shaft support structure must not only withstand the torque and vibration in traditional internal combustion engine models, but also cope with the challenge of instantaneous high torque output of the motor. In hybrid models, the drive shaft support structure needs to coordinate the power transmission between the internal combustion engine and the motor to ensure smooth switching and efficient output. In addition, driven by intelligent driving and autonomous driving technologies, the drive shaft support structure must also adapt to complex road conditions and dynamic loads, provide stable power transmission and precise control response, and the support mechanism is used to fix the drive shaft and reduce vibration and noise. These components can effectively improve the stability and comfort of the vehicle under high-speed driving and complex road conditions.

[0003] Traditional support structures are widely used in the engineering field, but due to the limitations of their structure and working principle, there are often some problems that cannot be ignored. Traditional automobile transmission shaft support structures have exposed some obvious defects in long-term use, especially in terms of automatic lubrication and shock absorption performance. First, traditional support structures usually do not have automatic lubrication functions, which means that during the operation of the transmission shaft, the friction parts cannot replenish lubricants in real time according to actual needs. With the increase of vehicle mileage, the consumption and loss of lubricants will lead to increased friction, which will accelerate the wear of parts, reduce transmission efficiency, and even cause failures. Traditional manual lubrication not only increases maintenance costs, but also makes it difficult to ensure the timeliness of lubrication, especially under complex road conditions or high-intensity driving conditions. The problem of insufficient lubrication of traditional support structures is more prominent. Secondly, traditional support structures often use rubber rings as shock-absorbing elements. Although rubber materials have certain elasticity and shock absorption capabilities, their performance has obvious limitations. After being subjected to alternating loads and high-temperature environments for a long time, rubber rings are prone to aging, hardening, and even cracking, resulting in a significant decrease in shock absorption effect. In addition, the shock absorption performance of the rubber ring is greatly affected by temperature. In extremely low or high temperature environments, its elastic modulus will change significantly, thus affecting the stability of the drive shaft and ride comfort. More importantly, the shock absorption capacity of the rubber ring is limited and cannot effectively absorb high-frequency vibrations or instantaneous impacts, which will cause the drive shaft to generate additional noise and vibrations when running at high speeds or under complex road conditions, affecting the driving experience and vehicle durability. Summary of the invention

[0004] In view of the fact that the prior art has no automatic lubrication function and the shock-absorbing rubber ring has performance and functional defects, an automobile transmission shaft support structure is proposed.

[0005] The purpose is to automatically lubricate the support structure when the friction between the support structure and the transmission shaft increases, and to improve the shock absorption performance of the support mechanism and its adaptability to usage scenarios through viscous damping components.

[0006] The technical solution of the present invention is an automobile transmission shaft support structure, comprising a shaft tube, a lubrication mechanism arranged in the middle of the shaft tube, and a shock absorbing mechanism arranged outside the lubrication mechanism;

[0007] The lubrication mechanism includes a fixing unit arranged in the middle of the shaft tube, and a response unit arranged inside the fixing unit;

[0008] The fixing unit is used to limit the movement range of the shaft tube, and the response unit is used to trigger the lubrication action;

[0009] The fixing unit includes a plurality of rollers arranged in an annular array in the middle of the shaft tube, a plurality of rings arranged together on the outside of the plurality of rollers, a plurality of positioning holes opened in an annular array on both sides of the rings, both sides of the rollers are rotatably connected to the positioning holes, a plurality of guide holes opened in an annular array on both sides of the rings near the positioning holes, and a sliding assembly arranged on the inside of the guide holes.

[0010] Furthermore, the sliding assembly includes a sliding block arranged on the inner side of the ring near the guide hole, two protrusions symmetrically arranged on both sides of the sliding block, the outer sides of the protrusions are slidably connected to the guide hole, a graphite strip arranged on one side of the sliding block near the middle of the guide hole, and a friction block arranged at the bottom of the sliding block, and the bottom of the friction block is slidably connected to the outer side of the shaft tube.

[0011] Furthermore, the response unit includes a synchronization ring arranged on the side of the synchronization ring away from the slider, a torsion spring arranged on the side of the synchronization ring away from the ring, a cover shell arranged on the outside of the ring, two ends of the torsion spring are respectively fixedly connected to the cover shell and the synchronization ring, a plurality of annular arrays are provided with limiting holes on the side of the synchronization ring close to the torsion spring, and a support shaft arranged on the inner side of the limiting hole, and one end of the support shaft away from the torsion spring is fixedly connected to a protrusion close to the synchronization ring.

[0012] Furthermore, the outer shape of the cover shell is annular, and an annular groove is formed on the inner side of the cover shell.

[0013] Furthermore, the shock absorbing mechanism includes a damping unit arranged outside the housing, and a supporting unit arranged outside the damping unit;

[0014] The damping unit includes a disc arranged on the outside of the cover shell, an outer shell arranged on the outside of the disc, three square holes in an annular array opened on the edge of the disc, a telescopic block arranged inside the square hole, a lifting spring arranged at the bottom of the telescopic block, the top and bottom of the lifting spring are respectively fixedly connected to the telescopic block and the square hole, two sealing rings symmetrically arranged on the inner walls on both sides of the outer shell, and a valve assembly arranged on the side of the telescopic block away from the spring.

[0015] Furthermore, the valve assembly includes two stepped holes obliquely symmetrically opened on the side of the telescopic block away from the spring, a threaded block arranged at the end with a larger diameter of the stepped hole, a closing spring arranged on the side of the threaded block close to the side with a smaller diameter of the stepped hole, and a sealing plug arranged on the side of the closing spring away from the threaded block.

[0016] Furthermore, the outer side of the threaded block is provided with threads, and the inner wall of the end with a larger diameter of the stepped hole is provided with threads matching the threaded block.

[0017] Furthermore, the support unit includes three circular arrays: a circular axis one arranged on the side of the outer shell away from the cover shell, a sliding sleeve arranged on the side of the circular axis one away from the outer shell, a short shaft arranged inside the sliding sleeve, a circular axis two arranged on the side of the short shaft away from the sliding sleeve, a side of the circular axis two close to the outer shell fixedly connected to the cover shell, and a bracket arranged on the outside of the outer shell.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] 1. Through the set lubrication mechanism, lubrication can be automatically performed when the friction between the drive shaft and the support structure reaches a certain threshold, thereby reducing wear and avoiding component loss caused by insufficient lubrication in traditional structures. At the same time, the frequency and cost of manual maintenance are reduced. The lubrication mechanism can adjust the supply of lubricant in real time according to actual operating conditions to ensure that the drive shaft can obtain lubrication protection under different working conditions. This not only improves the operating efficiency of the transmission system, but also extends the service life of the support structure. In addition, the automatic lubrication function reduces dependence on manual intervention, allowing the vehicle to maintain stable performance during long-term use.

[0020] 2. By setting up a shock-absorbing mechanism, the characteristics of viscous damping can be used to reduce the vibration generated by the drive shaft during operation. This design can absorb and disperse the vibration energy of the drive shaft and reduce its impact on the vehicle body and cockpit. The shock-absorbing mechanism can convert the vibration into heat energy and dissipate it, thereby avoiding the transmission and amplification of vibration in the vehicle structure. This shock absorption method not only improves the operating stability of the transmission system, but also enhances the overall driving stability of new energy vehicles. In complex road conditions or when driving at high speeds, the shock-absorbing mechanism can suppress the vibration of the drive shaft, reduce noise and bumps in the car, and provide a more comfortable ride experience for drivers and passengers. At the same time, it also helps to extend the service life of the transmission system and related components and reduce maintenance requirements.

[0021] 3. By setting up a response unit, the supply of lubricant can be automatically stopped after the lubrication conditions meet the requirements. The response unit can respond to the friction state and lubrication effect between the transmission shaft and the supporting structure in real time. When the lubricant has reached the required level, the release of the lubricant is immediately cut off. This design avoids excessive use of lubricant, reduces resource waste, and prevents pollution problems caused by excessive lubrication. The existence of the response unit makes the lubrication process more efficient and ensures that the transmission system can be lubricated in time, which not only reduces maintenance costs, but also extends the service life of the lubricant and improves the reliability and economy of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0023] Figure 2 It is a schematic diagram of the connection between the lubrication mechanism and the damping mechanism of the present invention;

[0024] Figure 3 It is a schematic diagram of the support structure of the present invention;

[0025] Figure 4 An exploded view of the lubrication mechanism of the present invention;

[0026] Figure 5 It is a schematic diagram of the connection between the synchronization ring and the housing of the present invention;

[0027] Figure 6 For the present invention Figure 5 A magnified image of area A;

[0028] Figure 7 It is a schematic diagram of the ring structure of the present invention;

[0029] Figure 8 It is a schematic diagram of the connection between the rotor and the collar of the present invention;

[0030] Fig. 9 It is a schematic diagram of the connection between the graphite strip and the slider of the present invention;

[0031] Fig.10 An exploded view of the shock absorbing mechanism of the present invention;

[0032] Fig.11 It is a schematic diagram of the connection between the sealing ring and the housing of the present invention;

[0033] Fig.12 It is a schematic diagram of the telescopic block structure of the present invention;

[0034] Fig.13 It is a schematic diagram of the connection between the stepped hole and the threaded block of the present invention;

[0035] Fig.14 It is a schematic diagram of the structure of the thread block and the sealing ring of the present invention;

[0036] Fig.15 It is a schematic diagram of the connection between the sliding sleeve and the short shaft of the present invention.

[0037] In the figure:

[0038] 1. Shaft tube; 2. Lubrication mechanism; 3. Shock-absorbing mechanism; 21. Roller; 22. Ring; 23. Positioning hole; 24. Guide hole; 25. Slider; 26. Bump; 27. Graphite strip; 28. Friction block; 29. ​​Synchronous ring; 210. Torsion spring; 211. Cover; 212. Limit hole; 213. Support shaft; 31. Disc; 32. Shell; 33. Square hole; 34. Telescopic block; 35. Lifting spring; 36. Sealing ring; 37. Step hole; 38. Threaded block; 39. Closing spring; 310. Sealing plug; 311. Round shaft one; 312. Sliding sleeve; 313. Short shaft; 314. Round shaft two; 315. Bracket. DETAILED DESCRIPTION

[0039] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0040] Example 1, reference Figure 1-Figure 15 , which is the first embodiment of the present invention, provides an automobile transmission shaft support structure, including a shaft tube 1, a lubricating mechanism 2 installed in the middle of the shaft tube 1, and a shock absorbing mechanism 3 installed on the outside of the lubricating mechanism 2; the lubricating mechanism 2 includes a fixing unit assembled in the middle of the shaft tube 1, and a response unit assembled inside the fixing unit; the fixing unit is used to limit the movement range of the shaft tube 1, and the response unit is used to trigger the lubrication action; the fixing unit includes a plurality of rollers 21 rotatably connected in the middle of the shaft tube 1 in an annular array, a plurality of rings 22 rotatably connected to the outside of the plurality of rollers 21, a plurality of positioning holes 23 on both sides of the ring 22 in an annular array, both sides of the roller 21 are rotatably connected to the positioning holes 23, a plurality of guide holes 24 on both sides of the ring 22 near the positioning holes 23 in an annular array, and a sliding component assembled inside the guide hole 24.

[0041] Specifically, the shaft tube 1 drives the roller 21 to rotate while rotating. The contact area between the shaft tube 1 and the support structure is reduced through the connection between the cylindrical shape of the roller 21 and the shaft tube 1, thereby reducing the power loss of the shaft tube 1 during transmission. The lubrication mechanism 2 automatically lubricates when the friction between the drive shaft and the support structure reaches a certain threshold, thereby reducing wear and avoiding component loss caused by insufficient lubrication in traditional structures, while reducing the frequency and cost of manual maintenance. The lubrication mechanism 2 can adjust the supply of lubricant in real time according to actual operating conditions to ensure that the drive shaft can obtain lubrication protection under different working conditions, which not only improves the operating efficiency of the transmission system, but also extends the service life of the support structure. In addition, the automatic lubrication function reduces the dependence on manual intervention, so that the vehicle maintains stable performance during long-term use.

[0042] Reference Figure 7-Figure 9 The sliding assembly includes a slider 25 slidably connected to the inner side of the ring 22 near the guide hole 24, two protrusions 26 symmetrically fixedly connected to the two sides of the slider 25, the outer side of the protrusion 26 is slidably connected to the guide hole 24, a graphite strip 27 fixedly connected to one side of the slider 25 near the middle of the guide hole 24, and a friction block 28 fixedly connected to the bottom of the slider 25, and the bottom of the friction block 28 is slidably connected to the outer side of the shaft tube 1.

[0043] Specifically, when the lubrication between the shaft tube 1 and the supporting structure fails, the friction between the friction block 28 and the shaft tube 1 increases, so the shaft tube 1 will drive the friction block 28 and the protrusion 26 to move along the guide hole 24 while rotating. The guide hole 24 can constrain the moving trajectory of the slider 25 through the protrusion 26. The slider 25 drives the graphite strip 27 to move while moving. After the graphite strip 27 moves a certain distance, it will be blocked by the roller 21 in its movement direction. Since the roller 21 is in a rotating state and due to the layered structure of graphite, the surface of the graphite strip 27 is prone to slight peeling and sliding after contacting the roller 21. As the friction progresses, the graphite particles are gradually crushed and spread on the surface of the roller 21 to form a uniform lubricating film. This film can isolate the metal surface and prevent direct contact, thereby reducing friction and wear. The roller 21 also forms a lubricating film on the surface of the shaft tube 1 through contact with the shaft tube 1.

[0044] Reference Figure 4-Figure 6The response unit includes a synchronizer ring 29 rotatably connected to the side of the collar 22 away from the slider 25, a torsion spring 210 fixedly connected to the side of the synchronizer ring 29 away from the collar 22, a cover 211 fixedly connected to the outside of the collar 22, two ends of the torsion spring 210 are respectively fixedly connected to the cover 211 and the synchronizer ring 29, a plurality of annular arrays of limiting holes 212 are opened on the side of the synchronizer ring 29 close to the torsion spring 210, and a support shaft 213 rotatably connected to the inner side of the limiting hole 212, and one end of the support shaft 213 away from the torsion spring 210 is fixedly connected to the protrusion 26 close to the synchronizer ring 29.

[0045] Specifically, when the protrusion 26 moves, it will drive the support shaft 213 connected thereto to move together, and the support shaft 213 will drive the synchronizer ring 29 to move. Since the synchronizer ring 29 is connected to all the support shafts 213 at the same time, all the sliders 25 can keep synchronous movement through the synchronizer ring 29. When the synchronizer ring 29 rotates, the torsion spring 210 will store force. When the shaft tube 1 is lubricated, the friction between its surface and the friction block 28 is reduced. At this time, the torsion spring 210 will drive the slider 25 to reset through the synchronizer ring 29, and the slider 25 will drive the graphite strip 27 to reset, thereby stopping lubrication. When the lubricating film on the surface of the shaft tube 1 fails, the graphite strip 27 will be between the friction block 28 and the slider 25, the roller 21 and the shaft tube 1 are lubricated again. Therefore, the response unit can automatically stop the supply of lubricant after the lubrication conditions meet the requirements. The response unit can respond to the friction state and lubrication effect between the transmission shaft and the supporting structure in real time. When the lubricant has reached the required level, the release of the lubricant is immediately cut off. This design avoids excessive use of lubricant, reduces waste of resources, and prevents pollution problems caused by excessive lubrication. The existence of the response unit makes the lubrication process more efficient and ensures that the transmission system can be lubricated in time, which not only reduces maintenance costs, but also extends the service life of the lubricant and improves the reliability and economy of the system.

[0046] Reference Figure 4 and Figure 5 The outer shape of the cover shell 211 is annular, and an annular groove is formed inside the cover shell 211.

[0047] Specifically, the annular groove inside the cover shell 211 can accommodate the movement of the lubrication mechanism 2 inside and fix the collar 22.

[0048] Example 2, reference Figure 10-Figure 15, which is the second embodiment of the present invention. This embodiment is different from the first embodiment in that: the shock absorbing mechanism 3 includes a damping unit assembled on the outside of the cover shell 211, and a supporting unit assembled on the outside of the damping unit; the damping unit includes a disc 31 fixedly connected to the outside of the cover shell 211, a shell 32 slidably connected to the outside of the disc 31, three annular arrays of square holes 33 opened on the edge of the disc 31, a telescopic block 34 slidably connected inside the square hole 33, a lifting spring 35 fixedly connected to the bottom of the telescopic block 34, the top and bottom of the lifting spring 35 are respectively fixedly connected to the telescopic block 34 and the square hole 33, two sealing rings 36 symmetrically fixedly connected to the inner walls of both sides of the shell 32, and a valve assembly assembled on the side of the telescopic block 34 away from the spring.

[0049] Specifically, the cooperation between the disc 31 and the shell 32 will form an annular cavity filled with liquid working fluid. Under the action of the lifting spring 35, the three telescopic blocks 34 are connected to the inner wall of the shell 32 on the side away from the disc 31, thereby dividing the annular cavity into three chambers. When the shaft tube 1 vibrates during the transmission process, the vibration will be transmitted to the disc 31 through the cover 211 of the lubricating mechanism 2 to make it move. While the disc 31 moves, the relative position between the disc 31 and the shell 32 changes, and the volumes of the three chambers will be covered. The working fluid in the chamber with reduced volume will enter the chamber with increased volume through the stepped hole 37. The resistance and pressure change generated by the working fluid passing through the stepped hole 37 are used to convert the vibration energy into heat energy. In order to achieve the purpose of shock absorption, the shock absorbing mechanism 3 can use the characteristics of viscous damping to reduce the vibration generated by the drive shaft during operation. This design can absorb and disperse the vibration energy of the drive shaft, reducing its impact on the vehicle body and cockpit. The shock absorbing mechanism 3 can convert the vibration into heat energy for dissipation, thereby avoiding the transmission and amplification of vibration in the vehicle structure. This shock absorption method not only improves the operating stability of the transmission system, but also enhances the overall driving stability of new energy vehicles. In complex road conditions or when driving at high speeds, the shock absorbing mechanism 3 can suppress the vibration of the drive shaft, reduce noise and bumps in the car, and provide a more comfortable riding experience for the driver and passengers. At the same time, it also helps to extend the service life of the transmission system and related components and reduce maintenance requirements.

[0050] Reference Figure 12-14 The valve assembly includes two stepped holes 37 obliquely symmetrically opened on the side of the telescopic block 34 away from the spring, a threaded block 38 meshingly connected to the end of the stepped hole 37 with a larger diameter, a closing spring 39 fixedly connected to the threaded block 38 on the side of the stepped hole 37 with a smaller diameter, and a sealing plug 310 fixedly connected to the side of the closing spring 39 away from the threaded block 38.

[0051] Specifically, after receiving the pressure from the thinner end of the step hole 37, the sealing plug 310 inside the step hole 37 will move to release the seal of the step hole 37 and allow the closing spring 39 to accumulate force, so that the working fluid can pass through the step hole 37 and flow in different chambers. After the pressure from the thinner end of the step hole 37 disappears, the sealing plug 310 will block the step hole 37 again under the action of the closing spring 39. By distributing the two step holes 37 in opposite directions, the reciprocating backflow of the working fluid can be achieved.

[0052] Reference Fig.13 The outer side of the threaded block 38 is provided with threads, and the inner wall of the end with a larger diameter of the stepped hole 37 is provided with threads matching the threaded block 38.

[0053] Specifically, the threaded block 38 can be fixed inside the stepped hole 37 by means of threads, and the sealing strength of the sealing plug 310 can be adjusted by controlling the engagement depth of the threaded block 38 .

[0054] Reference Figure 2 and Fig.15 The supporting unit includes three circular arrays, a circular shaft 1 311 fixedly connected to the side of the shell 32 away from the cover shell 211, a sliding sleeve 312 rotatably connected to the circular shaft 1 311 away from the shell 32, a short shaft 313 slidably connected inside the sliding sleeve 312, a circular shaft 2 314 rotatably connected to the side of the short shaft 313 away from the sliding sleeve 312, a side of the circular shaft 2 314 close to the shell 32 is fixedly connected to the cover shell 211, and a bracket 315 fixedly connected to the outside of the shell 32.

[0055] Specifically, the housing 32 can be fixed to the bottom of the frame of the new energy vehicle through the bracket 315. The shaft tube 1 will drive the lubrication mechanism 2 to rotate while rotating. The lubrication mechanism 2 will drive the short shaft 313 to move through the circular shaft 2 314 while rotating. The short shaft 313 can be extended and retracted inside the sleeve 312 and drive the sleeve 312 to rotate. When the short shaft 313 moves to the maximum stroke inside the sleeve 312, the lubrication mechanism 2 will be constrained to stop rotating. The rotatable lubrication mechanism 2 can adapt to the displacement of the shaft tube 1 during vibration and control its displacement within a certain range. The energy of the vibration of the shaft tube 1 is consumed by the friction between the housing 32 and the disc 31, thereby reducing shock. The remaining structure is the same as that of Example 1.

[0056] In summary, the working principle of the present invention is as follows: when the shaft tube 1 rotates, it drives the roller 21 to rotate. When the shaft tube 1 is not lubricated, the friction between it and the friction block 28 is relatively large. Therefore, when the shaft tube 1 rotates, it drives the friction block 28 to rotate together. When the friction block 28 rotates, it drives the slider 25 to move. The slider 25 drives the protrusion 26 and the graphite strip 27 to move together. After the graphite strip 27 moves to contact the roller 21, graphite will be coated on the outside of the roller 21. After the outside of the roller 21 is adhered with graphite, the outside of the shaft tube 1 will also be adhered with graphite, thereby achieving lubrication of the shaft tube 1. When the slider 25 rotates, it drives the support shaft 213 to move together. The support shaft 213 drives the synchronizer ring 29 to rotate together. The synchronizer ring 29 The torsion spring 210 accumulates force while rotating. After the shaft tube 1 is lubricated, the friction between it and the friction block 28 is reduced. At this time, the torsion spring 210 releases energy to reset the synchronizer ring 29. The synchronizer ring 29 drives the slider 25 to reset while resetting. The slider 25 drives the graphite strip 27 to reset, thereby stopping the addition of lubrication. When the graphite lubricating layer on the outside of the shaft tube 1 fails, the friction between the shaft tube 1 and the friction block 28 increases, which will drive the slider 25 to drive the graphite strip 27 to lubricate the roller 21 and the shaft tube 1 again. The shaft tube 1 will vibrate during operation, thereby driving the lubrication mechanism 2 to move. The cover 211 of the lubrication mechanism 2 drives the disc 31 to move while moving. The disc 31 moves while causing the three chambers between itself and the outer shell 32 to generate The volume change causes the working fluids in the three chambers separated by the three telescopic blocks 34 to circulate with each other, and consume the energy of vibration in the process of circulation, thereby achieving shock absorption. When the working fluid passes through the stepped hole 37 on the telescopic block 34, it will enter through the thinner end of the stepped hole 37 and squeeze the sealing plug 310 to release the seal of the stepped hole 37, and then enter another chamber. While the sealing plug 310 moves, the closing spring 39 accumulates force. After the pressure from the thinner end of the stepped hole 37 is released, the sealing plug 310 will reset under the action of the closing spring 39. The engagement depth between the threaded block 38 and the stepped hole 37 can be controlled by rotating the threaded block 38. The deeper the threaded block 38 goes into the stepped hole 37, the greater the force applied to the sealing plug 310 through the closing spring 39. , so that the sealing plug 310 needs to be squeezed more strongly to release the seal of the stepped hole 37. After being driven by the shaft tube 1, the lubricating mechanism 2 can rotate slightly, thereby consuming the energy of the radial vibration of the shaft tube 1. The cover 211 of the lubricating mechanism 2 will drive the circular shaft 2 314 to rotate synchronously while rotating. The circular shaft 2 314 will drive the short shaft 313 to move while rotating. The short shaft 313 can rotate around the connection between the circular shaft 2 314 and the short shaft 313 can be extended and retracted inside the sliding sleeve 312. The sliding sleeve 312 can rotate around the connection between the circular shaft 1 311 and the circular shaft 1 311 after being subjected to force. After the short shaft 313 moves to the maximum stroke in the sliding sleeve 312, it will constrain the cover 211 to stop rotating.Thereby, the movement of the lubrication mechanism 2 is kept within a fixed range.

[0057] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A vehicle transmission shaft support structure, comprising a shaft tube (1), characterized in that: It also includes a lubricating mechanism (2) arranged in the middle of the shaft tube (1), and a shock absorbing mechanism (3) arranged outside the lubricating mechanism (2); The lubricating mechanism (2) comprises a fixing unit arranged in the middle of the shaft tube (1), and a response unit arranged inside the fixing unit; The fixing unit is used to limit the movement range of the shaft tube (1), and the response unit is used to trigger the lubrication action; The fixing unit comprises a plurality of rollers (21) arranged in an annular array in the middle of the shaft tube (1), a collar (22) arranged together on the outside of the plurality of rollers (21), a plurality of positioning holes (23) arranged in an annular array on both sides of the collar (22), both sides of the roller (21) being rotatably connected to the positioning holes (23), a plurality of guide holes (24) arranged in an annular array on both sides of the collar (22) near the positioning holes (23), and a sliding assembly arranged on the inside of the guide holes (24).

2. The automobile transmission shaft support structure according to claim 1, characterized in that: The sliding assembly comprises a sliding block (25) arranged on the inner side of the collar (22) near the guide hole (24), two protrusions (26) symmetrically arranged on both sides of the sliding block (25), the outer sides of the protrusions (26) being slidably connected to the guide hole (24), a graphite strip (27) arranged on one side of the sliding block (25) near the middle of the guide hole (24), and a friction block (28) arranged at the bottom of the sliding block (25), the bottom of the friction block (28) being slidably connected to the outer side of the shaft tube (1).

3. The automobile transmission shaft support structure according to claim 1, characterized in that: The response unit comprises a synchronization ring (29) arranged on a side of the ring (22) away from the slider (25), a torsion spring (210) arranged on a side of the synchronization ring (29) away from the ring (22), a cover (211) arranged on the outside of the ring (22), two ends of the torsion spring (210) are respectively fixedly connected to the cover (211) and the synchronization ring (29), a plurality of annular arrays of limiting holes (212) are opened on a side of the synchronization ring (29) close to the torsion spring (210), and a support shaft (213) is arranged inside the limiting hole (212), and one end of the support shaft (213) away from the torsion spring (210) is fixedly connected to a protrusion (26) close to the synchronization ring (29).

4. The automobile transmission shaft support structure according to claim 3, characterized in that: The outer shape of the cover shell (211) is annular, and an annular groove is formed inside the cover shell (211).

5. The automobile transmission shaft support structure according to claim 1, characterized in that: The shock absorbing mechanism (3) comprises a damping unit arranged outside the cover shell (211), and a supporting unit arranged outside the damping unit; The damping unit comprises a disk (31) arranged on the outside of the cover shell (211), an outer shell (32) arranged on the outside of the disk (31), three annular arrays of square holes (33) opened on the edge of the disk (31), a telescopic block (34) arranged inside the square hole (33), a lifting spring (35) arranged at the bottom of the telescopic block (34), the top and bottom of the lifting spring (35) being fixedly connected to the telescopic block (34) and the square hole (33) respectively, two sealing rings (36) symmetrically arranged on the inner walls of both sides of the outer shell (32), and a valve assembly arranged on the side of the telescopic block (34) away from the spring.

6. The automobile transmission shaft support structure according to claim 5, characterized in that: The valve assembly comprises two stepped holes (37) obliquely symmetrically opened on the telescopic block (34) away from the spring, a threaded block (38) arranged at the end of the stepped hole (37) with a larger diameter, a closing spring (39) arranged on the threaded block (38) close to the side of the stepped hole (37) with a smaller diameter, and a sealing plug (310) arranged on the side of the closing spring (39) away from the threaded block (38).

7. The automobile transmission shaft support structure according to claim 6, characterized in that: The outer side of the threaded block (38) is provided with threads, and the inner wall of the end with a larger diameter of the stepped hole (37) is provided with threads matching the threaded block (38).

8. The automobile transmission shaft support structure according to claim 5, characterized in that: The support unit comprises three circular arrays of circular shafts (311) arranged on a side of the outer shell (32) away from the cover shell (211), a sliding sleeve (312) arranged on a side of the circular shaft (311) away from the outer shell (32), a short shaft (313) arranged inside the sliding sleeve (312), a circular shaft (314) arranged on a side of the short shaft (313) away from the sliding sleeve (312), a side of the circular shaft (314) close to the outer shell (32) being fixedly connected to the cover shell (211), and a bracket (315) arranged on the outer side of the outer shell (32).

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