Combined anti-attrition gasket, driving shaft assembly and vehicle

Abstract

The invention discloses a combined anti-attrition gasket, a driving shaft assembly and a vehicle. The combined anti-attrition gasket comprises a shock pad which comprises a first side face and a second side face which are oppositely arranged and is provided with a first through hole penetrating through the first side face and the second side face, at least one first groove is formed in the first side face, and at least one second groove is formed in the second side face; the end face gasket is provided with a second through hole in a penetrating mode, one side, facing the first side face, of the end face gasket is provided with at least one first protrusion, and the first protrusions correspond to the first grooves in position and are connected with the first grooves in a clamped mode. A third through hole is formed in the positioning gasket in a penetrating mode, at least one second protrusion is arranged on the side, facing the second side face, of the positioning gasket, and the second protrusions correspond to the second grooves in position and are connected with the second grooves in a clamped mode; the first through hole, the second through hole and the third through hole are communicated with one another. By the adoption of the method, spraying of an anti-attrition coating is not needed, the coating abrasion risk is avoided, after-sales regular detection and maintenance are not needed, and the maintenance cost is saved.

Description

Technical Field

[0001] The invention relates to the technical field of vehicles, and in particular to a combined anti-friction gasket, a drive shaft assembly and a vehicle. Background Art

[0002] At present, the drive shaft assembly for electric vehicles usually adopts an outer fixed joint, an inner movable joint, and an intermediate shaft rod structure. The outer fixed joint is connected to the wheel hub bearing, and the inner movable joint is connected to the electric drive reducer. The vehicle power is transmitted to the movable joint, the intermediate shaft rod, the fixed joint, and finally to the wheel hub bearing and the wheel through the electric drive reducer.

[0003] When an electric vehicle is starting or reversing, the driving wheels are subjected to a large impact torque due to the large instantaneous torque at the start of the electric vehicle. The mating surface between the fixed section of the drive shaft assembly and the hub bearing may experience stick-slip phenomenon, which in turn causes abnormal noise. Usually, anti-friction gaskets are installed on the mating surface between the fixed section of the drive shaft assembly and the hub bearing to improve the abnormal noise problem when the electric vehicle is starting. Anti-friction gaskets are usually stamped from steel plates, with a certain thickness of anti-friction coating sprayed on the surface. They are installed between the fixed section of the drive shaft assembly and the end face of the hub bearing, and are installed and fixed by the outer locking nut. When the vehicle is starting or reversing, the anti-friction coating can improve the problem of abnormal noise when starting.

[0004] However, after a certain mileage, the friction-reducing coating of the friction-reducing pad will wear to a certain extent and lose its friction-reducing effect, and the vehicle will still have abnormal noise problems when starting. Therefore, usually after a certain mileage, after-sales maintenance will check the abnormal noise condition of the vehicle when starting and replace the friction-reducing pad. Since the friction-reducing coating of the friction-reducing pad is mostly made of special or dedicated friction-reducing materials, the replacement cost is relatively high. Summary of the invention

[0005] In order to solve the above technical problems, the present invention provides a combined friction-reducing pad, a drive shaft assembly and a vehicle.

[0006] The combined friction-reducing pad provided by the present invention comprises:

[0007] A shock-absorbing pad, the shock-absorbing pad comprising a first side surface and a second side surface arranged opposite to each other, and having a first through hole penetrating the first side surface and the second side surface, at least one first groove being formed on the first side surface, and at least one second groove being formed on the second side surface;

[0008] An end surface gasket, wherein a second through hole is formed through the end surface gasket, and at least one first protrusion is provided on a side of the end surface gasket facing the first side surface, and the first protrusion corresponds to and is engaged with the first groove;

[0009] A positioning gasket, wherein a third through hole is formed through the positioning gasket, and at least one second protrusion is provided on a side of the positioning gasket facing the second side surface, and the second protrusion corresponds to and is engaged with the second groove;

[0010] The first through hole, the second through hole and the third through hole are connected to each other.

[0011] Optionally, the first protrusion extends along the circumference of the second through hole; the second protrusion extends along the circumference of the third through hole; and the first groove and the second groove both extend along the circumference of the first through hole.

[0012] Optionally, the cross-section of the first protrusion on the side facing away from the end face gasket is set to be an arc shape, and the height gradually decreases from the center of the cross-section of the first protrusion to its two ends; the cross-section of each second protrusion on the side facing away from the positioning gasket is set to be an arc shape, and the height gradually decreases from the center of the cross-section of the second protrusion to its two ends; the cross-sections of the first groove and the second groove are both set to be arc shapes, and the depth gradually decreases from the center of the cross-section to both ends.

[0013] Optionally, the height and width of the first protrusion gradually decrease in the first direction; the depth and width of the first groove gradually decrease in the first direction; the height and width of the second protrusion gradually decrease in the second direction; the depth and width of the second groove gradually decrease in the second direction; the second direction is opposite to the first direction.

[0014] Optionally, the maximum depth of the first groove and the second groove are both set to 1 / 2-3 / 4 of the thickness of the shock-absorbing pad.

[0015] Optionally, projections of the first groove and the second groove in the axial direction of the shock-absorbing pad are arranged alternately.

[0016] Optionally, a plurality of claws are fixed at intervals on the inner wall of the third through hole.

[0017] Optionally, the end face gasket, the shock absorbing pad and the positioning gasket are vulcanized and formed integrally.

[0018] Optionally, the first through hole, the second through hole and the third through hole are circular through holes with equal radii.

[0019] Optionally, the end face gasket and the positioning gasket are both made of rigid materials; and the shock-absorbing pad is made of elastic material.

[0020] The present invention also provides a drive shaft assembly, comprising a movable joint, an intermediate shaft and a fixed joint connected in sequence, the fixed joint comprising a connected ball cage shell and a mounting shaft, the drive shaft assembly also comprising a combined anti-friction gasket as described in any of the above items, the combined anti-friction gasket is sleeved on the mounting shaft, and the positioning gasket of the combined anti-friction gasket abuts against the ball cage shell.

[0021] The present invention also provides a vehicle, including a wheel hub bearing and the above-mentioned drive shaft assembly, wherein the wheel hub bearing is sleeved with the mounting shaft of the fixed joint of the drive shaft assembly and abuts against the end face gasket of the combined anti-friction gasket of the drive shaft assembly.

[0022] Compared with the prior art, the above technical solution provided by the present invention has at least the following beneficial effects:

[0023] By adopting the combined anti-friction gasket, drive shaft assembly and vehicle of the present invention, an effective shock absorption system can be formed with the help of the matching and snap connection between the protrusions and grooves between the end face gasket, the positioning gasket and the shock-absorbing pad, so as to release the friction torque, avoid the stick-slip phenomenon, avoid the abnormal noise caused by the friction and sliding of the metal surface, improve the stick-slip and abnormal noise phenomenon when starting, and ensure the normal effect of the torque, without the need for spraying anti-friction coating, without the risk of coating wear, and without the need for regular after-sales inspection and maintenance, thus saving maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 An exploded view of a combined anti-friction pad according to an embodiment of the present invention;

[0025] Figure 2 for Figure 1 The combined diagram of the combined anti-friction pad shown;

[0026] Figure 3 for Figure 1 A schematic diagram of a shock-absorbing pad of the combined anti-friction pad shown;

[0027] Figure 4 for Figure 2 A schematic diagram showing the installation of a combined anti-friction gasket between a fixed joint and a wheel hub bearing;

[0028] Figure 5 for Figure 1 Schematic diagram of the positioning gasket of the combined anti-friction gasket being installed to the fixed node.

[0029] Reference numerals:

[0030] 100: combined anti-friction gasket; 1: shock-absorbing pad; 101: first side; 102: second side; 103: first through hole; 104: first groove; 105: second groove; 2: end face gasket; 201: second through hole; 202: first protrusion; 3: positioning gasket; 301: third through hole; 302: second protrusion; 303: claw; 4: fixing joint; 401: ball cage shell; 402: mounting shaft; 5: wheel hub bearing; 6: locking nut. DETAILED DESCRIPTION

[0031] The specific implementation of the present invention will be further described below in conjunction with the accompanying drawings.

[0032] It is easy to understand that according to the technical solution of the present invention, without changing the essential spirit of the present invention, a person skilled in the art can replace various structural modes and implementation modes with each other. Therefore, the following specific implementation modes and drawings are only exemplary descriptions of the technical solution of the present invention, and should not be regarded as the whole of the present invention or as a limitation or restriction to the technical solution of the invention.

[0033] The directional terms such as up, down, left, right, front, back, front, back, top, bottom, etc. mentioned or may be mentioned in this specification are defined relative to the structures shown in the drawings. They are relative concepts and may change accordingly according to different positions and different usage conditions. Therefore, these or other directional terms should not be interpreted as restrictive terms.

[0034] Figure 1 An exploded view of a combined anti-friction pad according to an embodiment of the present invention; Figure 2 for Figure 1 The combined diagram of the combined anti-friction pad shown; Figure 3 for Figure 1 A schematic diagram of a shock-absorbing pad of the combined anti-friction pad shown; Figure 4 for Figure 2 Schematic diagram showing the combined anti-friction pad installed between the fixed joint and the wheel hub bearing.

[0035] like Figure 1-Figure 3As shown, the combined friction-reducing pad 100 includes a shock-absorbing pad 1, an end face pad 2 and a positioning pad 3. The shock-absorbing pad 1 includes a first side surface 101 and a second side surface 102 that are arranged opposite to each other, and is provided with a first through hole 103 that penetrates the first side surface 101 and the second side surface 102, and at least one first groove 104 is provided on the first side surface 101, and at least one second groove 105 is provided on the second side surface 102; the end face pad 2 is provided with a second through hole 201, and the end face pad 2 is provided with at least one first protrusion 202 on the side facing the first side surface 101, and the first protrusion 202 corresponds to and is engaged with the first groove 104; the positioning pad 3 is provided with a third through hole 301, and the positioning pad 3 is provided with at least one second protrusion 302 on the side facing the second side surface 102, and the second protrusion 302 corresponds to and is engaged with the second groove 105; the first through hole 103, the second through hole 201 and the third through hole 301 are connected to each other.

[0036] When in use, the end face gasket 2, the shock absorbing pad 1 and the positioning gasket 3 are arranged opposite to each other in sequence, and the first protrusions 202 on the end face gasket 2 are respectively inserted into the first grooves 104 on the first side 101 of the shock absorbing pad 1 in a one-to-one correspondence, and the two are connected by a snap connection, and the second protrusions 302 on the positioning gasket 3 are respectively inserted into the second grooves 105 on the second side 102 of the shock absorbing pad 1 in a one-to-one correspondence, and the two are connected by a snap connection. The assembled combined anti-friction gasket 100 is sleeved on the mounting shaft 402 of the fixed section 4, and clamped between the connected fixed section 4 and the hub bearing 5, so that the end face gasket 2 abuts against the hub bearing 5, and the positioning gasket 3 abuts against the fixed section 4. When the vehicle is running, the vehicle power is transmitted to the combined anti-friction gasket 100 and the wheel hub bearing 5 through the fixed joint 4. The end face gaskets 2 and the positioning gaskets 3 located on both sides of the combined anti-friction gasket 100 and the shock-absorbing pad 1 located in the middle form an effective shock-absorbing system to release the friction torque and avoid abnormal noise caused by friction and sliding of metal surfaces.

[0037] By adopting the combined anti-friction gasket 100 of the present invention, with the help of the matching and snap connection between the protrusions and grooves between the end face gasket 2, the positioning gasket 3 and the shock-absorbing pad 1, an effective shock-absorbing system can be formed to release the friction torque, avoid the stick-slip phenomenon, avoid the abnormal noise caused by the friction and sliding of the metal surface, improve the stick-slip and abnormal noise phenomenon when starting, and ensure the normal effect of the torque. There is no need to spray the anti-friction coating, there is no risk of coating wear, and no need for regular after-sales inspection and maintenance, which saves maintenance costs.

[0038] In this embodiment, if Figure 1-Figure 3As shown, the end face gasket 2, the positioning gasket 3 and the shock absorbing pad 1 are all configured as circular ring structures of matching sizes, the end face gasket 2 and the positioning gasket 3 are both formed by stamping steel plates, and the shock absorbing pad 1 is made of rubber. The left side of the shock-absorbing pad 1 is the first side 101, and three first grooves 104 are evenly spaced on the first side 101. Three first protrusions 202 are evenly spaced and fixed on the side surface of the end face gasket 2 facing the shock-absorbing pad 1. The size and shape of the first protrusion 202 and the first groove 104 are matched, so that the first protrusion 202 is inserted into the first groove 104, and the two can be stably clamped; the right side of the shock-absorbing pad 1 is the second side 102, and three second grooves 105 are evenly spaced on the second side 102. Three second protrusions 302 are evenly spaced and fixed on the side surface of the positioning gasket 3 facing the shock-absorbing pad 1. The size and shape of the second protrusion 302 and the second groove 105 are matched, so that the second protrusion 302 is inserted into the second groove 105, and the two can be stably clamped. During use, the assembly of the combined anti-friction gasket 100 is consistent with that of the traditional anti-friction gasket, and there is no need to adjust the drive shaft fixing section 4 and the wheel hub bearing 5. It can be directly installed and used, and installed and fixed by the locking nut 6. According to actual application conditions, the specific sizes of the shock-absorbing pad 1, the end face gasket 2 and the positioning gasket 3 can be matched and adjusted, the specific shapes, quantity and distribution of the first groove 104 and the first protrusion 202 can be matched and adjusted, and the specific shapes, quantity and distribution of the second groove 105 and the second protrusion 302 can be matched and adjusted.

[0039] Optionally, the first protrusion 202 extends along the circumference of the second through hole 201; the second protrusion 302 extends along the circumference of the third through hole 301; the first groove 104 and the second groove 105 both extend along the circumference of the first through hole 103. The combined anti-friction gasket 100 receives the torque transmitted by the fixing node 4, and the first protrusion 202, the second protrusion 302, the first groove 104 and the second groove 105 all extend along the circumference of the combined anti-friction gasket, that is, the first protrusion 202 and the first groove 104, and the second protrusion 302 and the second groove 105 are all matched and connected along the circumference of the combined anti-friction gasket and transmit torque, which is consistent with the torque direction, and is conducive to stable and effective transmission of torque.

[0040] In this embodiment, if Figure 1-Figure 3As shown, the central axes of the first protrusion 202 and the first groove 104 are both matching arcs, and extend a certain distance along the circumference of the second through hole 201 and the first through hole 103, respectively. The connecting line of the central axes of each of the first protrusions 202 constitutes the concentric circle of the second through hole 201, and the connecting line of the central axes of each of the first grooves 104 constitutes the concentric circle of the first through hole 103; the central axes of the second protrusion 302 and the second groove 105 are both matching arcs, and extend a certain distance along the circumference of the third through hole 301 and the first through hole 103, respectively. The connecting line of the central axes of each of the second protrusions 302 constitutes the concentric circle of the third through hole 301, and the connecting line of the central axes of each of the second grooves 105 constitutes the concentric circle of the first through hole 103. According to actual application conditions, the length of the extension distance of the first protrusion 202, the second protrusion 302, the first groove 104 and the second groove 105 along the circumference of each through hole can be matched and adjusted.

[0041] Optionally, the cross section of the first protrusion 202 is set to an arc shape on the side facing away from the end face gasket 2, and the height gradually decreases from the center of the cross section of the first protrusion to its two ends; the cross section of the second protrusion 302 is set to an arc shape on the side facing away from the positioning gasket 3, and the height gradually decreases from the center of the cross section of the second protrusion to its two ends; the cross sections of the first groove 104 and the second groove 105 are both set to an arc shape, and the depth gradually decreases from the center of the cross section to the two ends. This setting is conducive to the stable and gradual transmission of torque, and there will be no local stress concentration, which is conducive to extending the service life of the combined anti-friction gasket.

[0042] In this embodiment, if Figure 1-Figure 3 As shown, the cross section of each first protrusion 202 is set to be an arcuate shape with mirror symmetry about the center, the height of the cross section of the first protrusion 202 is the highest at the center, the height gradually decreases toward the sides, and finally flushes with the surface of the end surface gasket 2. The cross section of each second protrusion 302 is also set to be an arcuate shape with mirror symmetry about the center, the height of the cross section of the second protrusion 302 is the highest at the center, the height gradually decreases toward the sides, and finally flushes with the surface of the positioning gasket 3. The cross section of the first groove 104 is an arcuate shape matching the cross section of the first protrusion 202, the depth of which gradually decreases from the center of the cross section to the sides, and finally flushes with the first side 101, and the cross section of the second groove 105 is an arcuate shape matching the cross section of the second protrusion 302, the depth of which gradually decreases from the center of the cross section to the sides, and finally flushes with the second side 102. According to actual application conditions, the specific curvatures of the first protrusion 202 and the first groove 104 can be matched and adjusted, and the specific curvatures of the second protrusion 302 and the second groove 105 can be matched and adjusted.

[0043] Optionally, the height and width of the first protrusion 202 gradually decrease in the first direction; the depth and width of the first groove 104 gradually decrease in the first direction; the height and width of the second protrusion 302 gradually decrease in the second direction; the depth and width of the second groove 105 gradually decrease in the second direction; and the second direction is opposite to the first direction. This arrangement makes the depth and width of the first groove 104 and the second groove 105 change in opposite directions, so that when the first groove 104 and the second groove 105 are respectively opened on opposite sides of the shock-absorbing pad 1, even if the two are arranged oppositely, the end of the first groove 104 with the largest depth and width corresponds to the end of the second groove 105 with the smallest depth and width, and the shock-absorbing pad 1 between the corresponding first groove 104 and the second groove 105 can also retain sufficient thickness, thereby ensuring sufficient strength, and thus stably transmitting torque.

[0044] In this embodiment, if Figure 1 , Figure 3 As shown, at the sight angle toward the picture, the height and width of the first protrusion 202 gradually decrease in the clockwise direction of the end face gasket 2, and are finally flush with the end face gasket 2, the depth and width of the first groove 104 gradually decrease in the clockwise direction of the shock-absorbing pad 1, and are finally flush with the first side 101 of the shock-absorbing pad 1, the height and width of the second protrusion 302 gradually decrease in the counterclockwise direction of the positioning gasket 3, and are finally flush with the positioning gasket 3, the depth and width of the second groove 105 gradually decrease in the counterclockwise direction of the shock-absorbing pad 1, and are finally flush with the second side 102 of the shock-absorbing pad 1. The change direction of the first protrusion 202 and the first groove 104 is completely opposite to the change direction of the second protrusion 302 and the second groove 105, so that when the first groove 104 and the second groove 105 are opened on the opposite two sides of the shock absorbing pad 1, the deeper end of the first groove 104 can correspond to the shallower end of the second groove 105 without interfering with each other, thereby increasing the flexibility of the arrangement of the first groove 104 and the second groove 105, and the depth of the first groove 104 and the second groove 105 can be appropriately increased to enhance the connection strength with the first protrusion 202 and the second protrusion 302. According to actual application conditions, the height and width changes of the first protrusion 202 and the depth and width changes of the first groove 104 can be matched and adjusted, and the height and width changes of the second protrusion 302 and the depth and width changes of the second groove 105 can be matched and adjusted.

[0045] Optionally, the maximum depths of the first groove 104 and the second groove 105 are both set to 1 / 2-3 / 4 of the thickness of the shock absorbing pad 1. Setting the maximum depths of the first groove 104 and the second groove 105 within this range can not only ensure that there is a sufficiently large contact connection area between the first protrusion 202 and the first groove 104, and between the second protrusion 302 and the second groove 105, but also ensure that after the grooves are opened, the effective thickness of the shock absorbing pad 1 can provide sufficient support strength, thereby ensuring the stability of torque transmission.

[0046] Optionally, the projections of the first groove 104 and the second groove 105 in the axial direction of the shock-absorbing pad 1 are staggered. This arrangement ensures that the first groove 104 and the second groove 105 do not completely correspond to each other, ensuring that the shock-absorbing pad 1 has sufficient effective thickness, and that the matching positions of the first protrusion 202 and the first groove 104, and the matching positions of the second protrusion 302 and the second groove 105 can be more evenly dispersed, so that the overall force is more uniform, and the torque transmission is more stable.

[0047] In this embodiment, if Figure 3 As shown, three first grooves 104 and three second grooves 105 are respectively provided at equal intervals on opposite sides of the shock-absorbing pad 1, and each of the first grooves 104 and the second grooves 105 are not completely overlapped, but staggered with each other, and the projections of one end of the first groove 104 where the depth gradually decreases and one end of the second groove 105 where the depth gradually decreases partially overlap, and the projections of one end of the first groove 104 where the depth is the largest and one end of the second groove 105 where the depth is the largest are completely independent and do not overlap with the grooves on the opposite side.

[0048] Optionally, a plurality of claws 303 are fixed at intervals on the inner wall of the third through hole 301. The claws 303 are arranged so that when the combined anti-friction gasket is installed on the fixed section 4, the claws 303 can abut against the installation shaft 402 of the fixed section 4, thereby radially positioning and axially limiting the claws 303 to avoid shaking during installation or falling out during transportation.

[0049] In this embodiment, if Figure 1 , Figure 2 As shown, three claws 303 are provided, fixed at equal intervals on the inner wall of the third through hole 301, and extend toward the end surface gasket 2. According to actual application conditions, the number of claws 303 and the specific connection positions on the inner wall of the third through hole 301 can be adjusted.

[0050] Optionally, the end surface gasket 2, the shock absorbing pad 1 and the positioning gasket 3 are integrally vulcanized and formed. The integral vulcanization molding process simplifies the connection process between the three, which is conducive to improving the manufacturing efficiency.

[0051] Optionally, the first through hole 103, the second through hole 201 and the third through hole 301 are circular through holes with equal radius. The three through holes are set as circular through holes with equal radius, so that after the shock absorbing pad 1, the end surface gasket 2 and the positioning gasket 3 are assembled, the three through holes are completely matched, and it is convenient to sleeve them onto the mounting shaft 402 of the fixing node 4 with a circular cross section.

[0052] Optionally, the end surface gasket 2 and the positioning gasket 3 are both made of rigid materials; the shock absorbing pad 1 is made of elastic material. With this arrangement, when the first protrusion 202 on the end surface gasket 2 is inserted into the corresponding first groove 104 on the shock absorbing pad 1, and the second protrusion 302 on the positioning gasket 3 is inserted into the corresponding second groove 105 on the shock absorbing pad 1, the first protrusion 202 can be stably limited in the first groove 104, and the second protrusion 302 can be stably limited in the second groove 105 by virtue of the elastic properties of the elastic material.

[0053] In this embodiment, the end gasket 2 and the positioning gasket 3 are both made of steel plates, and the shock-absorbing pad 1 is made of rubber. According to actual use, the end gasket 2 and the positioning gasket 3 can also be made of other rigid materials other than steel plates, and the shock-absorbing pad 1 can also be made of other elastic materials other than rubber.

[0054] like Figure 4 As shown, the present invention also provides a drive shaft assembly, including a movable joint (not shown), an intermediate shaft (not shown) and a fixed joint 4 connected in sequence, the fixed joint 4 includes a connected ball cage shell 401 and a mounting shaft 402, the drive shaft assembly also includes the combined anti-friction gasket 100 described in any of the above embodiments, the combined anti-friction gasket 100 is sleeved on the mounting shaft 402, and the positioning gasket 3 of the combined anti-friction gasket 100 is in contact with the ball cage shell 401.

[0055] Figure 5 for Figure 1 The schematic diagram of the installation of the positioning gasket of the combined anti-friction gasket to the fixed joint is shown in FIG. Figure 4 , Figure 5As shown, the fixed joint 4 includes a connected ball cage shell 401 and a mounting shaft 402, the combined friction-reducing gasket 100 is sleeved on the mounting shaft 402, and the positioning gasket 3 faces the ball cage shell 401 and abuts against it, the claw 303 abuts against the mounting shaft 402 to limit it, and when the wheel hub bearing 5 is installed, the wheel hub bearing 5 is sleeved on the mounting shaft 402, connected to the mounting shaft 402 through a spline, and abuts against the end face gasket 2 facing away from the ball cage shell 401, and the locking nut 6 is threadedly connected to the end of the wheel hub bearing 5 away from the fixed joint 4, and abuts against the mounting shaft 402 to limit it.

[0056] By adopting the drive shaft assembly of the present invention, with the help of the matching and snap connection between the protrusions and grooves between the end face gasket 2, the positioning gasket 3 and the shock-absorbing pad 1, an effective shock-absorbing system can be formed to achieve the release of friction torque, avoid the stick-slip phenomenon, avoid the abnormal noise caused by the friction and sliding of metal surfaces, improve the stick-slip and abnormal noise phenomenon when starting, and ensure the normal effect of torque. There is no need to spray a friction-reducing coating, there is no risk of coating wear, and no need for regular after-sales inspection and maintenance, which saves maintenance costs.

[0057] The present invention also provides a vehicle, including a wheel hub bearing 5 and the above-mentioned drive shaft assembly, wherein the wheel hub bearing 5 is sleeved with the mounting shaft 402 of the fixed joint 4 of the drive shaft assembly and abuts against the end face gasket 2 of the combined anti-friction gasket 100 of the drive shaft assembly.

[0058] The vehicle of the present invention can form an effective shock absorbing system by means of the matching and snap connection between the protrusions and grooves between the end face gasket 2, the positioning gasket 3 and the shock absorbing pad 1, realize the release of friction torque, avoid the stick-slip phenomenon, avoid the abnormal noise caused by the friction and sliding of metal surfaces, improve the stick-slip and abnormal noise phenomenon when starting, and ensure the normal effect of torque. There is no need to spray a friction-reducing coating, there is no risk of coating wear, and no need for regular after-sales inspection and maintenance, which saves maintenance costs.

[0059] As needed, the above technical solutions can be combined to achieve the best technical effect.

[0060] The above are only the principles and preferred embodiments of the present invention. It should be noted that, for those skilled in the art, several other modifications can be made based on the principles of the present invention, which should also be considered as the protection scope of the present invention.

Claims

1. A combined anti-friction pad, characterized in that: include: A shock-absorbing pad, the shock-absorbing pad comprising a first side surface and a second side surface arranged opposite to each other, and having a first through hole penetrating the first side surface and the second side surface, at least one first groove being formed on the first side surface, and at least one second groove being formed on the second side surface; An end surface gasket, wherein a second through hole is formed through the end surface gasket, and at least one first protrusion is provided on a side of the end surface gasket facing the first side surface, and the first protrusion corresponds to and is engaged with the first groove; A positioning gasket, wherein a third through hole is formed through the positioning gasket, and at least one second protrusion is provided on a side of the positioning gasket facing the second side surface, and the second protrusion corresponds to and is engaged with the second groove; The first through hole, the second through hole and the third through hole are connected to each other.

2. The combined anti-friction pad according to claim 1, characterized in that: The first protrusion extends along the circumference of the second through hole; The second protrusion extends along the circumference of the third through hole; The first groove and the second groove both extend along the circumference of the first through hole.

3. The combined anti-friction pad according to claim 2, characterized in that: The cross section of the first protrusion is arranged in an arc shape on the side facing away from the end surface gasket, and the height gradually decreases from the center of the cross section of the first protrusion to both ends thereof; The cross section of the second protrusion is arranged to be arc-shaped on a side facing away from the positioning gasket, and the height gradually decreases from the center of the cross section of the second protrusion to both ends thereof; The cross sections of the first groove and the second groove are both arranged to be arc-shaped, and the depths gradually decrease from the center of the cross section to both ends.

4. The combined anti-friction pad according to claim 3, characterized in that: The height and width of the first protrusion gradually decrease in a first direction; The depth and width of the first groove gradually decrease in the first direction; The height and width of the second protrusion gradually decrease in the second direction; The depth and width of the second groove gradually decrease in the second direction; The second direction is opposite to the first direction.

5. The combined anti-friction pad according to claim 4, characterized in that: The maximum depths of the first groove and the second groove are both set to 1 / 2-3 / 4 of the thickness of the shock-absorbing pad.

6. The combined anti-friction pad according to claim 5, characterized in that: Projections of the first groove and the second groove in the axial direction of the shock-absorbing pad are arranged alternately.

7. The combined anti-friction pad according to any one of claims 1 to 6, characterized in that: A plurality of claws are fixed at intervals on the inner wall of the third through hole.

8. The combined anti-friction pad according to any one of claims 1 to 6, characterized in that: The end face gasket, the shock absorbing pad and the positioning gasket are integrally vulcanized and formed.

9. The combined anti-friction pad according to any one of claims 1 to 6, characterized in that: The first through hole, the second through hole and the third through hole are circular through holes with equal radii.

10. The combined anti-friction pad according to any one of claims 1 to 6, characterized in that: The end face gasket and the positioning gasket are both made of rigid materials; The shock-absorbing pad is made of elastic material.

11. A drive shaft assembly, comprising a movable joint, an intermediate shaft and a fixed joint connected in sequence, wherein the fixed joint comprises a connected ball cage housing and a mounting shaft, characterized in that: It also includes the combined anti-friction gasket according to any one of claims 1 to 10, wherein the combined anti-friction gasket is sleeved on the mounting shaft, and a positioning gasket of the combined anti-friction gasket abuts against the ball cage shell.

12. A vehicle, comprising a wheel hub bearing, characterized in that: It also includes the drive shaft assembly as described in claim 11, wherein the wheel hub bearing sleeve is provided with the mounting shaft of the fixed section of the drive shaft assembly and abuts against the end face gasket of the combined anti-friction gasket of the drive shaft assembly.

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