An automobile drive shaft support structure

Abstract

The present invention relates to the field of new energy vehicle transmission technology, and discloses an automobile drive shaft support structure, which includes a shaft tube, a lubrication mechanism arranged in the middle of the shaft tube, and a shock absorption mechanism arranged outside the lubrication mechanism; the lubrication mechanism includes a fixing unit arranged in the middle of the shaft tube, and a response unit arranged inside the fixing unit; 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; the fixing unit includes a plurality of rollers arranged in an annular array in the middle of the shaft tube, a collar commonly arranged outside the plurality of rollers, and a plurality of positioning holes arranged in an annular array on both sides of the collar. By providing the lubrication mechanism, lubrication can be automatically carried out when the friction force between the drive shaft and the support structure reaches a certain threshold value, and the vibration energy of the drive shaft can be absorbed and dispersed, and the supply of lubricant can be automatically stopped after the lubrication conditions meet the requirements.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle transmission, and particularly to a support structure for an automotive drive shaft. Background Art

[0002] With the popularization of new energy vehicles, the application scenarios of the support structure for automotive drive shafts are also constantly evolving. In new energy vehicles, the drive shaft support structure not only has to bear the torque and vibration in traditional internal combustion engine models but also needs to cope with the challenge of the instantaneous high torque output of the motor. In hybrid vehicles, 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 also needs to adapt to complex road conditions and dynamic loads, providing stable power transmission and precise handling response. 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. However, due to the limitations of their structures and working principles, there are often some problems that cannot be ignored. Some obvious defects have emerged in the long-term use of traditional automotive drive shaft support structures, especially in terms of automatic lubrication and shock absorption performance. First of all, traditional support structures usually do not have an automatic lubrication function, which means that during the operation of the drive shaft, the friction parts cannot replenish lubricant in real time according to actual needs. As the vehicle mileage increases, the consumption and loss of lubricant will lead to increased friction, which in turn accelerates the wear of parts, reduces the transmission efficiency, and even causes failures. Traditional manual lubrication not only increases the maintenance cost 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-absorbing ability, their performance has obvious limitations. After long-term exposure to alternating loads and high-temperature environments, rubber rings are prone to aging, hardening, and even cracking, resulting in a significant decline in shock absorption effect. In addition, the shock absorption performance of rubber rings is greatly affected by temperature. In extremely low or high-temperature environments, their elastic modulus will change significantly, thus affecting the stability of the drive shaft and the riding comfort. More importantly, the shock absorption ability of rubber rings is limited and cannot effectively absorb high-frequency vibrations or instantaneous impacts, which will cause additional noise and vibration of the drive shaft under high-speed operation or complex road conditions, affecting the driving experience and vehicle durability. Summary of the Invention

[0004] In view of the problems in the prior art that there is no automatic lubrication function and the shock-absorbing rubber ring has defects in performance and function, a support structure for an automotive drive shaft is proposed.

[0005] Its purpose is: to automatically lubricate when the friction between the support structure and the drive shaft increases, and to improve the shock absorption performance of the support mechanism and its adaptability to the usage scenario through the viscous damping component.

[0006] The technical solution of the present invention is an automotive drive shaft support structure, including a shaft tube, and further including a lubrication mechanism disposed in the middle of the shaft tube, and a shock absorption mechanism disposed outside the lubrication mechanism;

[0007] The lubrication mechanism includes a fixing unit disposed in the middle of the shaft tube, and a response unit disposed 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 several rollers arranged in a circular array in the middle of the shaft tube, a collar commonly disposed outside the several rollers, several positioning holes formed in both sides of the collar in a circular array, the two sides of the roller are rotatably connected to the positioning holes, several guiding holes formed in both sides of the collar near the positioning holes in a circular array, and a sliding component disposed inside the guiding holes;

[0010] The sliding component includes a slider disposed inside the collar near the guiding hole, two convex blocks symmetrically disposed on both sides of the slider, the outer side of the convex block is slidably connected to the guiding hole, a graphite strip disposed on one side of the slider near the middle of the guiding hole, and a friction block disposed at the bottom of the slider, the bottom of the friction block is slidably connected to the outer side of the shaft tube.

[0011] Further, the response unit includes a synchronous ring disposed on the side of the collar away from the slider, a torsion spring disposed on the side of the synchronous ring away from the collar, a housing disposed outside the collar, both ends of the torsion spring are respectively fixed to the housing and the synchronous ring, several limiting holes formed in the side of the synchronous ring near the torsion spring in a circular array, and a support shaft disposed inside the limiting holes, the end of the support shaft away from the torsion spring is fixed to the convex block on the side near the synchronous ring.

[0012] Further, the outer shape of the housing is annular, and a ring-shaped groove is formed inside the housing.

[0013] Further, the shock absorption mechanism includes a damping unit disposed outside the housing, and a support unit disposed outside the damping unit;

[0014] The damping unit includes a disc disposed outside the housing, an outer shell disposed outside the disc, three square holes formed in the edge of the disc in a circular array, a telescopic block disposed inside the square hole, a jacking spring disposed at the bottom of the telescopic block, the top and bottom of the jacking spring are respectively fixed to the telescopic block and the square hole, two sealing rings symmetrically disposed on the inner walls of both sides of the outer shell, and a valve component disposed on the side of the telescopic block away from the spring.

[0015] Further, the valve assembly includes two stepped holes symmetrically and obliquely formed on the side of the telescopic block away from the spring, a threaded block disposed at the larger-diameter end of the stepped hole, a closing spring disposed on the threaded block closer to the smaller-diameter side of the stepped hole, and a sealing plug disposed on the side of the closing spring away from the threaded block.

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

[0017] Further, the support unit includes three first round shafts arranged in an annular array on the side of the housing away from the cover, a sliding sleeve disposed on the side of the first round shaft away from the housing, a short shaft disposed inside the sliding sleeve, a second round shaft disposed on the side of the short shaft away from the sliding sleeve, the side of the second round shaft close to the housing is fixedly connected to the cover, and a bracket disposed on the outer side of the housing.

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

[0019] 1. By providing the lubrication mechanism, lubrication can be automatically performed when the friction force between the transmission shaft and the support structure reaches a certain threshold, thereby reducing wear, avoiding component loss caused by insufficient lubrication in the traditional structure, and at the same time reducing the frequency and cost of manual maintenance. The lubrication mechanism can adjust the supply of lubricant in real time according to the actual operating conditions to ensure that the transmission 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 the dependence on manual intervention, enabling the vehicle to maintain stable performance during long-term use.

[0020] 2. By providing the shock absorption mechanism, the vibration generated by the transmission shaft during operation can be reduced by utilizing the characteristics of viscous damping. This design can absorb and disperse the vibration energy of the transmission shaft and reduce its impact on the vehicle body and the cockpit. The shock absorption 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 smoothness of the transmission system but also enhances the overall driving stability of the new energy vehicle. When driving on complex road conditions or at high speeds, the shock absorption mechanism can suppress the vibration of the transmission shaft, reduce the noise and bumpiness inside the vehicle, and provide a more comfortable riding 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. Through the provided response unit, the supply of lubricant can be automatically stopped after the lubrication conditions are met. The response unit can respond in real time to the friction state and lubrication effect between the drive shaft and the support structure. When the lubricant has reached the required level, the release of the lubricant is immediately cut off. This design avoids the overuse of lubricant, reduces resource waste, and at the same time prevents pollution problems caused by excessive lubrication. The presence of the response unit makes the lubrication process more efficient, ensuring that the drive system can be lubricated in a timely manner. This not only reduces maintenance costs but also extends the service life of the lubricant, enhancing the reliability and economy of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 Schematic diagram of the overall structure of the present invention;

[0023] Figure 2 Schematic diagram of the connection between the lubrication mechanism and the shock absorption mechanism of the present invention;

[0024] Figure 3 Schematic diagram of the bracket structure of the present invention;

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

[0026] Figure 5 Schematic diagram of the connection between the synchronizing ring and the housing of the present invention;

[0027] Figure 6 For the present invention Figure 5 Enlarged view of area A;

[0028] Figure 7 Schematic diagram of the collar structure of the present invention;

[0029] Figure 8 Schematic diagram of the connection between the rotor and the collar of the present invention;

[0030] Figure 9 Schematic diagram of the connection between the graphite strip and the slider of the present invention;

[0031] Figure 10 Exploded view of the shock absorption mechanism of the present invention;

[0032] Figure 11 Schematic diagram of the connection between the sealing ring and the housing of the present invention;

[0033] Figure 12 Schematic diagram of the expansion block structure of the present invention;

[0034] Figure 13 Schematic diagram of the connection between the stepped hole and the threaded block of the present invention;

[0035] Figure 14 Schematic diagram of the structure of the threaded block and the sealing ring of the present invention;

[0036] Figure 15 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 absorption mechanism; 21. Roller; 22. Collar; 23. Positioning hole; 24. Guide hole; 25. Slide block; 26. Protrusion; 27. Graphite strip; 28. Friction block; 29. Synchronous ring; 210. Torsion spring; 211. Housing; 212. Limit hole; 213. Support shaft; 31. Disc; 32. Outer 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. First round shaft; 312. Sliding sleeve; 313. Short shaft; 314. Second round shaft; 315. Bracket. Specific embodiments

[0039] In order to make the above objects, features and advantages of the present invention more obvious and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings of the specification.

[0040] Example 1, referring to Figures 1 - 15 , which is the first embodiment of the present invention, provides an automobile drive shaft support structure, including a shaft tube 1, a lubrication mechanism 2 installed in the middle of the shaft tube 1, and a shock absorption mechanism 3 installed outside the lubrication mechanism 2; the lubrication 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 a circular array in the middle of the shaft tube 1, a collar 22 rotatably connected together outside the plurality of rollers 21, a plurality of positioning holes 23 opened on both sides of the collar 22 in a circular array, the two sides of the roller 21 are rotatably connected to the positioning holes 23, a plurality of guide holes 24 opened on both sides of the collar 22 near the positioning holes 23, and a sliding assembly assembled inside the guide holes 24; the sliding assembly includes a slide block 25 slidably connected inside the collar 22 near the guide holes 24, two protrusions 26 symmetrically and fixedly connected to both sides of the slide block 25, the outside of the protrusions 26 is slidably connected to the guide holes 24, a graphite strip 27 fixedly connected to one side of the slide block 25 near the middle of the guide holes 24, and a friction block 28 fixedly connected to the bottom of the slide block 25, the bottom of the friction block 28 is slidably connected to the outside of the shaft tube 1.

[0041] Specifically, while the shaft tube 1 rotates, it drives the roller 21 to rotate. Through the connection between the cylindrical outer shape of the roller 21 and the shaft tube 1, the contact area between the shaft tube 1 and the support structure is reduced, thereby reducing the power loss of the shaft tube 1 during transmission. When the frictional force between the transmission shaft and the support structure reaches a certain threshold, the lubrication mechanism 2 automatically lubricates, thereby reducing wear and avoiding component loss caused by insufficient lubrication in the traditional structure. At the same time, the frequency and cost of manual maintenance are reduced. The lubrication mechanism 2 can adjust the supply of lubricant in real time according to the actual operating conditions to ensure that the transmission 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 the dependence on manual intervention, enabling the vehicle to maintain stable performance during long-term use. When the lubrication between the shaft tube 1 and the support structure fails, the frictional force between the friction block 28 and the shaft tube 1 increases. Therefore, while the shaft tube 1 rotates, it drives the friction block 28 and the convex block 26 to move along the guiding hole 24. The guiding hole 24 can restrict the movement trajectory of the slider 25 through the convex block 26. While the slider 25 moves, it drives the graphite strip 27 to move. After the graphite strip 27 moves a certain distance, it will be blocked by the roller 21 in its moving direction. Since the roller 21 is in a rotating state and due to the layered structure of graphite, after the graphite strip 27 contacts the roller 21, minute peeling and sliding are likely to occur on its surface. As friction progresses, the graphite particles are gradually crushed and spread on the surface of the roller 21, forming a uniform lubricating film. This film can isolate the metal surfaces and prevent direct contact, thereby reducing friction and wear. Through the contact with the shaft tube 1, a lubricating film is also formed on the surface of the shaft tube 1.

[0042] Referring to Figures 4 - 6 , the response unit includes a synchronizing 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 synchronizing ring 29 away from the collar 22, a housing 211 fixedly connected to the outside of the collar 22, with both ends of the torsion spring 210 fixedly connected to the housing 211 and the synchronizing ring 29 respectively, a number of limiting holes 212 formed in an annular array on the side of the synchronizing ring 29 close to the torsion spring 210, and a support shaft 213 rotatably connected to the inside of the limiting hole 212. One end of the support shaft 213 away from the torsion spring 210 is fixedly connected to the convex block 26 on the side close to the synchronizing ring 29.

[0043] Specifically, while the bump 26 is moving, it will drive the supporting shaft 213 connected thereto to move together. The supporting shaft 213 drives the synchronizing ring 29 to move. Since the synchronizing ring 29 is connected to all the supporting shafts 213 at the same time, all the sliders 25 can be kept in synchronous motion through the synchronizing ring 29. While the synchronizing ring 29 is rotating, it will store energy in the torsion spring 210. When the shaft tube 1 is lubricated, the frictional force between its surface and the friction block 28 decreases. At this time, the torsion spring 210 will drive the slider 25 to reset through the synchronizing ring 29. The slider 25 drives 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 lubricate the roller 21 and the shaft tube 1 again under the action of the friction block 28 and the slider 25. Therefore, the response unit can automatically stop the supply of lubricant after the lubrication condition meets the requirements. The response unit can respond to the friction state and lubrication effect between the transmission shaft and the support structure in real time. When the lubricant has reached the required level, the release of the lubricant is immediately cut off. This design avoids the overuse of lubricant, reduces resource waste, and at the same time prevents pollution problems caused by excessive lubrication. The presence of the response unit makes the lubrication process more efficient, ensuring that the transmission system can be lubricated in a timely manner. This not only reduces the maintenance cost, but also extends the service life of the lubricant, improving the reliability and economy of the system.

[0044] Referring to Figure 4 and Figure 5 , the outer shape of the housing 211 is annular, and an annular groove is opened on the inner side of the housing 211.

[0045] Specifically, the annular groove on the inner side of the housing 211 can accommodate the lubricating mechanism 2 to move inside and fix the collar 22.

[0046] Embodiment 2, referring to Figures 10 - 15 , which is the second embodiment of the present invention. The difference between this embodiment and the first embodiment is that the shock absorption mechanism 3 includes a damping unit assembled on the outer side of the housing 211 and a support unit assembled on the outer side of the damping unit; the damping unit includes a disc 31 fixedly connected to the outer side of the housing 211, a housing 32 slidably connected to the outer side of the disc 31, three square holes 33 annularly arrayed on the edge of the disc 31, a telescopic block 34 slidably connected inside the square holes 33, a jacking spring 35 fixedly connected to the bottom of the telescopic block 34, the top and bottom of the jacking spring 35 are fixedly connected to the telescopic block 34 and the square holes 33 respectively, two symmetrically fixedly connected sealing rings 36 on the inner walls of both sides of the housing 32, and a valve assembly assembled on the side of the telescopic block 34 away from the spring.

[0047] 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.

[0048] Reference Figures 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.

[0049] 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.

[0050] Reference Figure 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.

[0051] Specifically, the threaded block 38 can be fixed inside the stepped hole 37 by threads, and by controlling the meshing depth of the threaded block 38, the plugging force of the sealing plug 310 can be adjusted.

[0052] Referring to Figure 2 and Figure 15 , the support unit includes three circular shafts 311 fixedly connected in an annular array on the side of the outer shell 32 away from the cover 211, a sliding sleeve 312 rotatably connected to the side of the circular shaft 311 away from the outer shell 32, a short shaft 313 slidably connected inside the sliding sleeve 312, a circular shaft 314 rotatably connected to the side of the short shaft 313 away from the sliding sleeve 312, the side of the circular shaft 314 close to the outer shell 32 is fixedly connected to the cover 211, and a bracket 315 fixedly connected to the outside of the outer shell 32.

[0053] Specifically, the outer shell 32 can be fixed to the bottom of the frame of the new energy vehicle through the bracket 315. While the shaft tube 1 rotates, it will drive the lubrication mechanism 2 to rotate. While the lubrication mechanism 2 rotates, it drives the short shaft 313 to move through the circular shaft 314. The short shaft 313 can extend and retract inside the sliding sleeve 312 and drive the sliding sleeve 312 to rotate. When the short shaft 313 moves to the maximum stroke inside the sliding sleeve 312, it will restrict the lubrication mechanism 2 and make it 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, and consume the energy of the vibration of the shaft tube 1 through the friction force between the outer shell 32 and the disc 31, so as to perform shock absorption. The rest of the structure is the same as that of Embodiment 1.

[0054] 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. When the synchronizer ring 29 rotates, When the torsion spring 210 is charged, the friction between the shaft tube 1 and the friction block 28 is reduced after the shaft tube 1 is lubricated. 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, and 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, causing the three chambers between itself and the housing 32 to generate volume. The change makes the working fluids in the three chambers separated by the three telescopic blocks 34 flow mutually, and consume the energy of vibration in the process of flow, so as to reduce shock. 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 be reset under the action of the closing spring 39. By rotating the threaded block 38, the engagement depth between the threaded block 38 and the stepped hole 37 can be controlled. The deeper the threaded block 38 goes into the stepped hole 37, the greater the force will be applied to the sealing plug 310 through the closing spring 39. As a result, 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.Thus, the movement of the lubrication mechanism 2 is maintained within a fixed range.

[0055] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit them. Although the present invention has been described in detail with reference to the preferred embodiments, those of ordinary skill in the art should understand that the technical solutions of the present invention can be modified or equivalently replaced without departing from the spirit and scope of the technical solutions of the present invention, and they should all be covered by the scope of the claims of the present invention.

Claims

1. An automobile drive shaft support structure, comprising a shaft tube (1), characterized in that: It also includes a lubrication mechanism (2) arranged in the middle of the shaft tube (1), and a shock absorption mechanism (3) arranged outside the lubrication mechanism (2); The lubrication mechanism (2) includes 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 includes several rollers (21) arranged in a circular array in the middle of the shaft tube (1), a collar (22) jointly arranged outside the several rollers (21), several positioning holes (23) arranged in a circular array on both sides of the collar (22), the two sides of the roller (21) are rotatably connected to the positioning holes (23), several guiding holes (24) arranged in a circular array on both sides of the collar (22) near the positioning holes (23), and a sliding component arranged inside the guiding holes (24); The sliding component includes a slider (25) arranged inside the collar (22) near the guiding hole (24), two convex blocks (26) symmetrically arranged on both sides of the slider (25), the outer sides of the convex blocks (26) are slidably connected to the guiding holes (24), a graphite strip (27) arranged on one side of the slider (25) near the middle of the guiding hole (24), and a friction block (28) arranged at the bottom of the slider (25), the bottom of the friction block (28) is slidably connected to the outer side of the shaft tube (1).

2. The automotive drive shaft support structure according to claim 1, wherein: The response unit includes a synchronous ring (29) arranged on the side of the collar (22) away from the slider (25), a torsion spring (210) arranged on the side of the synchronous ring (29) away from the collar (22), a housing (211) arranged outside the collar (22), the two ends of the torsion spring (210) are respectively fixedly connected to the housing (211) and the synchronous ring (29), several limiting holes (212) arranged in a circular array on the side of the synchronous ring (29) near the torsion spring (210), and a support shaft (213) arranged inside the limiting holes (212), one end of the support shaft (213) away from the torsion spring (210) is fixedly connected to the convex block (26) on the side near the synchronous ring (29).

3. The automotive drive shaft support structure according to claim 2, wherein: The outer shape of the housing (211) is annular, and an annular groove is formed inside the housing (211).

4. The automotive drive shaft support structure according to claim 1, characterized in that: The shock absorption mechanism (3) includes a damping unit arranged outside the housing (211), and a support unit arranged outside the damping unit; The damping unit includes a disc (31) arranged outside the housing (211), a housing (32) arranged outside the disc (31), three square holes (33) arranged in a circular array on the edge of the disc (31), a telescopic block (34) arranged inside the square holes (33), a jacking spring (35) arranged at the bottom of the telescopic block (34), the top and bottom of the jacking spring (35) are respectively fixedly connected to the telescopic block (34) and the square holes (33), two sealing rings (36) symmetrically arranged on the inner walls of both sides of the housing (32), and a valve assembly arranged on the side of the telescopic block (34) away from the spring.

5. The automotive drive shaft support structure according to claim 4, characterized in that: The valve assembly includes two stepped holes (37) symmetrically and obliquely formed on the side of the telescopic block (34) away from the spring, a threaded block (38) disposed at the larger-diameter end of the stepped hole (37), a closing spring (39) disposed on the threaded block (38) close to the smaller-diameter side of the stepped hole (37), and a sealing plug (310) disposed on the side of the closing spring (39) away from the threaded block (38).

6. The automotive drive shaft support structure according to claim 5, characterized in that: The outer side of the threaded block (38) is provided with threads, and the inner wall of the larger-diameter end of the stepped hole (37) is provided with threads matching the threaded block (38).

7. The automotive drive shaft support structure according to claim 4, characterized in that: The support unit includes three first circular shafts (311) arranged in an annular array on the side of the housing (32) away from the cover (211), a sliding sleeve (312) disposed on the side of the first circular shaft (311) away from the housing (32), a short shaft (313) disposed inside the sliding sleeve (312), a second circular shaft (314) disposed on the side of the short shaft (313) away from the sliding sleeve (312), the side of the second circular shaft (314) close to the housing (32) is fixedly connected to the cover (211), and a bracket (315) disposed on the outer side of the housing (32).

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