Automobile transmission shaft capable of collapsing under collision stress and assembling equipment of automobile transmission shaft

Abstract

The invention relates to the related technical field of automobile transmission shafts, in particular to an automobile transmission shaft capable of collapsing under collision stress and assembling equipment thereof, the automobile transmission shaft comprises a transmission sleeve and a transmission shaft tube which are arranged on the same axis, and universal joints are arranged at the ends of the transmission sleeve and the transmission shaft tube respectively; the universal joint located at the end of the transmission shaft pipe comprises a transmission shaft fork and a connecting joint fork. The transmission device further comprises a sliding driving part rotationally arranged in the transmission shaft pipe, a sliding sleeve fixedly arranged in the transmission sleeve extrudes the sliding driving part to rotate when moving relative to the sliding driving part, and the sliding driving part extrudes the sliding sleeve to rotate when rotating relative to the transmission shaft pipe. According to the universal joint, the hinge point of the connecting yoke on the universal joint and the hinge point of the transmission shaft fork are contracted and separated, replacement of the whole transmission shaft can be avoided by adjusting or replacing local parts after collision, and therefore the maintenance cost is remarkably reduced.

Description

Technical Field

[0001] The present invention relates to the technical field related to automobile transmission shafts, and in particular to an automobile transmission shaft capable of collapsing under collision force and an assembly device thereof. Background Art

[0002] The driveshaft is a key component in a vehicle's transmission system. Its primary function is to transmit engine power to the drive wheels, thereby propelling the vehicle. Typically consisting of a shaft tube, telescopic sleeve (telescopic spline), and universal joint, the driveshaft is a crucial device connecting the engine and the drive wheels.

[0003] Because traditional driveshaft connections consist of a single tube, the driveshaft can arch in a collision, causing secondary damage to the vehicle and passengers. Therefore, existing driveshafts are often equipped with a crushable structure. This structure is typically applied to the front section of the driveshaft, comprising the front spline shaft, front shaft tube, spline sleeve, and crush ring. These components achieve this crushing function through specific mechanical connections (such as the mating of annular grooves and annular retaining grooves). In a head-on collision, the crush ring expands and deforms outward, absorbing the impact energy and preventing the driveshaft from arching into the vehicle, minimizing the risk to the driver and passengers. This technology utilizes the material's plastic deformation (i.e., permanent deformation) to dissipate impact energy, thereby protecting the vehicle's occupants. However, this can lead to the driveshaft being unable to return to its original state, necessitating replacement and increasing repair costs. Summary of the Invention

[0004] The object of the present invention is to provide an automobile transmission shaft that can collapse under collision force, so as to solve the problems raised in the above background technology.

[0005] To achieve the above object, the present invention provides the following technical solutions: A vehicle transmission shaft capable of collapsing under collision stress comprises a transmission sleeve and a transmission shaft tube arranged on the same axis, one end of the transmission shaft tube being inserted into the transmission sleeve and slidably connected thereto, and a universal joint being provided at each end of the transmission sleeve and the transmission shaft tube; The universal joint located at the end of the transmission shaft tube includes a transmission shaft fork and a connecting yoke, and the connecting yoke is hinged to the transmission shaft fork; It also includes a sliding drive member rotatably arranged in the transmission shaft tube, and the sliding sleeve fixedly arranged in the transmission sleeve squeezes the sliding drive member to rotate when it moves relative to the sliding drive member. When the sliding drive member rotates relative to the transmission shaft tube, it can act on the hinge point between the connecting fork and the transmission shaft fork to separate.

[0006] The automobile transmission shaft that can collapse under collision force as described above: a cylindrical cavity is formed in the sliding sleeve, and a first ball that can squeeze the sliding drive member is movably arranged in the cylindrical cavity.

[0007] The automobile transmission shaft that can collapse under collision force as described above: the sliding drive component includes a connecting shaft rotatably connected to the transmission shaft tube, one end of the connecting shaft is formed with a first thread groove that can slide and adapt to the first ball, and the other end is slidably provided with a transmission extrusion component.

[0008] The automobile transmission shaft that can collapse under collision force as described above: when the transmission shaft tube rotates, the elastic limiters arranged in the transmission shaft tube and distributed equidistantly around the circumference can engage with the ring fixedly sleeved on the connecting shaft and drive the connecting shaft to rotate synchronously.

[0009] The automobile transmission shaft capable of collapsing under collision force as described above: the collar is provided with a plurality of first latching teeth arranged in an isosceles triangle structure and distributed equidistantly along the circumference.

[0010] The above-mentioned automobile transmission shaft capable of collapsing under collision force: the elastic limiting member includes a plug sleeve fixedly connected to the inner wall of the transmission shaft tube, a plug rod slidably provided on one end of the plug sleeve away from the inner wall, and a second latching tooth capable of engaging with the first latching tooth fixed on the other end of the plug rod; It also includes a spring, which is arranged in the plug sleeve, one end of the spring abuts against the inner end of the plug sleeve, and the other end abuts against the plug rod.

[0011] The automobile transmission shaft capable of collapsing under collision force as described above: a straight shaft is rotatably provided on the connecting yoke, and supporting sleeves are rotatably installed at both ends of the straight shaft.

[0012] The automobile transmission shaft capable of collapsing under collision force as described above: connecting sleeves are fixedly provided at both ends of the transmission shaft fork, a support shaft is slidably provided in the connecting sleeve, and the end of the support shaft away from the connecting sleeve is slidably connected to the supporting sleeve; It also includes a symmetrically arranged second connecting ring, which is fixedly sleeved on the supporting shaft.

[0013] The automobile transmission shaft capable of collapsing under collision force as described above: the transmission extrusion member includes an extrusion sleeve arranged axially along the connecting shaft, one end of the extrusion sleeve being slidably connected to the connecting shaft, and a second ball being movably provided on the extrusion sleeve, the second ball being adapted to fit into a second threaded groove formed on the side wall of the inner ring of the connecting yoke; It also includes a first connecting ring, which is rotatably arranged on the end of the extrusion sleeve away from the connecting shaft, and the first connecting ring is symmetrically and hingedly provided with connecting rods, and the ends of the connecting rods away from the first connecting ring are respectively hinged to the second connecting rings.

[0014] An assembly device for an automobile transmission shaft capable of collapsing under collision force, using any of the above-mentioned automobile transmission shafts capable of collapsing under collision force, comprises the following steps: Step 1: When a violent collision occurs on the vehicle body, the transmission sleeve moves relative to the transmission shaft tube, driving the sliding sleeve to synchronously move and squeeze the connecting shaft, causing the connecting shaft to rotate. At this time, the connecting shaft rotates relative to the transmission shaft tube; Step 2: When the connecting shaft and the transmission shaft tube move relative to each other, the two second connecting rings are squeezed synchronously by the transmission extrusion member; Step 3: After the second connecting ring is decomposed by force, it moves toward the second connecting sleeve, causing the support shaft to shrink into the second connecting sleeve. At this time, the support shaft slides and separates relative to the supporting sleeve, and the connection between the transmission shaft fork and the connecting yoke is disconnected.

[0015] Compared with the prior art, the present invention has the following beneficial effects: Once a violent collision occurs, the transmission sleeve and the drive shaft tube are impacted, and the transmission sleeve moves relative to the drive shaft tube. At this time, the sliding sleeve and the sliding drive member move relative to each other and squeeze the sliding drive member, so that the sliding drive member can rotate relative to the drive shaft tube, thereby acting on the drive shaft fork, causing the hinge point connecting the yoke and the drive shaft fork to retract into the drive shaft fork and separate. This can avoid the entire drive shaft from being broken or severely deformed due to the collision, thereby reducing the direct harm of the collision to the driver and other parts of the vehicle; By shrinking and separating the hinge point between the connecting yoke on the universal joint and the drive shaft fork, the function can be restored after a collision by adjusting or replacing local parts (such as the connecting yoke or drive shaft fork), avoiding the need to replace the entire drive shaft, thereby significantly reducing maintenance costs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the structure of an automobile drive shaft that can collapse under collision force.

[0017] Figure 2 This is a schematic diagram of the structure of the transmission sleeve and transmission shaft tube in an automobile transmission shaft that can collapse under collision force.

[0018] Figure 3 This is a schematic diagram of the structure of the transmission sleeve and sliding sleeve in an automobile transmission shaft that can collapse under collision force.

[0019] Figure 4 This is a cross-sectional schematic diagram of the drive shaft tube and drive shaft fork in an automobile drive shaft that can collapse under collision force.

[0020] Figure 5 This is a schematic diagram of the structure of the drive shaft tube and the connecting shaft in an automobile drive shaft that can collapse under collision force.

[0021] Figure 6 This is a structural diagram of the connecting shaft and elastic limiter in an automobile transmission shaft that can collapse under collision force.

[0022] Figure 7 This is a structural diagram of the connecting shaft and extrusion sleeve in an automobile transmission shaft that can collapse under collision force.

[0023] Figure 8 This is a schematic diagram of the structure of the drive shaft fork and the extrusion sleeve in the automobile drive shaft that can collapse under collision force.

[0024] Figure 9 This is a schematic diagram of the structure of the transmission extrusion member and the connecting yoke in the automobile transmission shaft that can collapse under collision force.

[0025] Figure 10 The diagram is a structural diagram of the connecting yoke and the drive shaft fork in a vehicle drive shaft that can collapse under collision force.

[0026] In the figure: 1. transmission sleeve; 101. first strip block; 2. transmission shaft tube; 201. first strip groove; 3. sliding sleeve; 301. first ball; 4. connecting shaft; 401. first threaded groove; 402. second strip block; 5. collar; 501. first latch; 6. plug-in sleeve; 7. spring; 8. plug-in rod; 9. second latch; 10. extrusion sleeve; 1001. second strip groove; 1002. second ball; 11. transmission shaft fork; 1101. second threaded groove; 12. connecting yoke; 13. first connecting ring; 14. connecting rod; 15. second connecting ring; 16. supporting shaft; 1601. first limit block; 1602. second limit block; 17. connecting sleeve; 1701. first limit groove; 18. supporting sleeve; 1801. second limit groove; 19. straight shaft. DETAILED DESCRIPTION

[0027] Various exemplary embodiments, features, and aspects of the present application will be described in detail below with reference to the accompanying drawings. The same reference numerals in the accompanying drawings represent elements with the same or similar functions. Although various aspects of the embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless otherwise indicated.

[0028] The word “exemplary” is used exclusively herein to mean “serving as an example, example, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0029] In addition, numerous specific details are provided in the following specific examples to better illustrate the present application. Those skilled in the art will appreciate that the present application can be practiced without certain specific details. In some instances, methods, means, and components well known to those skilled in the art are not described in detail in order to highlight the main purpose of the present application.

[0030] See also Figures 1 to 10 In an embodiment of the present invention, a vehicle transmission shaft capable of collapsing under collision force comprises a transmission sleeve 1 and a transmission shaft tube 2 arranged on the same axis. One end of the transmission shaft tube 2 is inserted into the transmission sleeve 1 and slidably connected thereto. The ends of the transmission sleeve 1 and the transmission shaft tube 2 are respectively provided with universal joints. The universal joint located at the end of the transmission shaft tube 2 includes a transmission shaft fork 11 and a connecting yoke 12, and the connecting yoke 12 is hinged to the transmission shaft fork 11; It also includes a sliding drive member that is rotatably arranged in the transmission shaft tube 2. When the sliding sleeve 3 fixedly arranged in the transmission sleeve 1 moves relative to the sliding drive member, it squeezes the sliding drive member to rotate. When the sliding drive member rotates relative to the transmission shaft tube 2, it can act on the hinge point of the connecting yoke 12 and the transmission shaft fork 11 to separate.

[0031] In contrast, in conventional technology, when a vehicle collides, the transmission sleeve 1 and drive shaft tube 2 are subjected to impact forces from various directions. These forces typically manifest as lateral or longitudinal forces. As critical components for vehicle power transmission, the transmission sleeve 1 and drive shaft tube 2 are subject to lateral impacts. Mechanical analysis indicates that lateral impacts can cause bending deformation, which can lead to arching in certain locations.

[0032] In the embodiment, once a violent collision occurs in the automobile, when the transmission sleeve 1 and the drive shaft tube 2 are impacted, the transmission sleeve 1 moves relative to the drive shaft tube 2. At this time, the sliding sleeve 3 and the sliding drive member move relative to each other and squeeze the sliding drive member, so that the sliding drive member can rotate relative to the drive shaft tube 2, thereby acting on the drive shaft fork 11, so that the hinge point connecting the yoke 12 and the drive shaft fork 11 retracts into the drive shaft fork 11 and separates, which can avoid the overall breakage or serious deformation of the drive shaft caused by the collision, thereby reducing the direct harm of the collision to the driver and other parts of the vehicle.

[0033] It should be noted that to prevent the drive shaft from arching in the event of a collision, existing drive shafts are equipped with a collapsible structure. However, this structure typically requires replacing the entire drive shaft assembly because the collapsed portion, after absorbing the impact energy, permanently deforms and cannot be repaired. However, by collapsing and separating the hinge point between the connecting yoke 12 and the drive shaft yoke 11 on the universal joint, function can be restored after a collision by adjusting or replacing specific parts (such as the connecting yoke 12 or the drive shaft yoke 11), eliminating the need to replace the entire drive shaft and significantly reducing repair costs.

[0034] Preferably, a first strip block 101 is formed on the inner wall of the transmission sleeve 1, and a first strip groove 201 is formed on the inner wall of the transmission shaft tube 2, which is slidingly connected to the first strip block 101. Under the restriction of the first strip block 101 and the first strip groove 201, the transmission sleeve 1 and the transmission shaft tube 2 can rotate synchronously without affecting the relative movement of the transmission sleeve 1 and the transmission shaft tube 2.

[0035] As a further solution of the present invention, please refer to Figure 3 and Figure 4 A cylindrical cavity is formed in the sliding sleeve 3, and a first ball 301 capable of squeezing the sliding drive member is movably arranged in the cylindrical cavity.

[0036] The sliding drive member includes a connecting shaft 4 rotatably connected to the transmission shaft tube 2 , a first thread groove 401 slidably adapted to the first ball 301 is formed on one end of the connecting shaft 4 , and a transmission extrusion member is slidably provided on the other end.

[0037] When the vehicle body is hit by a collision, the sliding sleeve 3 and the connecting shaft 4 move relative to each other, causing the first ball 301 to squeeze the first threaded groove 401. The connecting shaft 4 is rotatably connected to the drive shaft tube 2 and, squeezed by the first ball 301, rotates relative to the drive shaft tube 2. The transmission extrusion member acts on the hinge point between the drive shaft yoke 11 and the connecting yoke 12, causing the hinge point to retract into the drive shaft yoke 11 and separate from the connecting yoke 12, separating one end of the drive shaft tube 2 from the vehicle body. This effectively prevents serious damage to the entire drive shaft due to a collision, thereby reducing repair costs and vehicle downtime. This design makes it easier to replace or repair certain components of the transmission system in a collision, improving the reliability and service life of the vehicle.

[0038] As a further solution to the invention, please see Figure 6 When the transmission shaft tube 2 rotates, the elastic limit members arranged in the transmission shaft tube 2 and distributed equidistantly around the circumference can engage with the ring 5 fixedly sleeved on the connecting shaft 4 and drive the connecting shaft 4 to rotate synchronously.

[0039] The collar 5 has a plurality of first latching teeth 501 equidistantly distributed along the circumference thereof in an isosceles triangle structure.

[0040] The elastic limiting member includes a plug sleeve 6 fixedly connected to the inner wall of the transmission shaft tube 2, a plug rod 8 is slidably provided on one end of the plug sleeve 6 away from the inner wall, and a second latching tooth 9 capable of engaging with the first latching tooth 501 is fixed on the other end of the plug rod 8; It also includes a spring 7 , which is disposed in the plug sleeve 6 , with one end of the spring 7 abutting against the inner end of the plug sleeve 6 , and the other end abutting against the plug rod 8 .

[0041] When the vehicle body is running normally, the transmission sleeve 1 and the transmission shaft tube 2 can rotate synchronously. At this time, the spring 7 is in a compressed state, so that when the transmission shaft tube 2 rotates, its second latching tooth 9 can squeeze the first latching tooth 501, so that when the transmission shaft tube 2 rotates, it can drive the connecting shaft 4 to rotate synchronously. At this time, the rotation speed of the sliding sleeve 3 is synchronized with that of the connecting shaft 4, avoiding relative movement between the transmission shaft tube 2 and the connecting shaft 4 under normal conditions, thereby affecting the normal connection between the connecting yoke 12 and the transmission shaft fork 11.

[0042] In this embodiment, the second latch tooth 9 is also arranged in an isosceles triangle structure. The inclined surface of the first latch tooth 501 abuts against the inclined surface of the second latch tooth 9. When the connecting shaft 4 rotates relative to the transmission shaft tube 2, the first latch tooth 501 rotates relative to the second latch tooth 9. The first latch tooth 501 generates an inclined squeezing force on the second latch tooth 9. When the compression amount of the spring 7 is at the minimum value, the second latch tooth 9 is in the insertion groove formed by the two adjacent first latch teeth 501. When the second latch tooth 9 is subjected to the inclined squeezing force, the transmission shaft tube 2 is restricted by the transmission sleeve 1 and cannot rotate. At this time, the second latch tooth 9 is rotated along the connecting shaft 4. The shaft 4 moves radially and away from the first latch tooth 501, causing the connecting rod 8 to further compress the spring 7. When the second latch tooth 9 is at the top of the stroke, the end of the triangular structure formed by the first latch tooth 501 and the end of the triangular structure formed by the second latch tooth 9 are in the same horizontal plane. At this time, the compression potential energy of the spring 7 is at its maximum value. Then the first latch tooth 501 continues to rotate, and the second latch tooth 9 is reset under the elastic action of the spring 7, limiting the movement of the connecting shaft 4 relative to the transmission shaft tube 2 under normal circumstances, while ensuring that the connecting shaft 4 can rotate synchronously with the rotation of the transmission shaft tube 2 during normal driving.

[0043] As a further solution of the present invention, please refer to Figure 9 and Figure 10 A straight shaft 19 is rotatably mounted on the transmission shaft fork 11 , and supporting sleeves 18 are rotatably mounted on both ends of the straight shaft 19 .

[0044] The two ends of the connecting yoke 12 are respectively fixed with connecting sleeves 17, and a support shaft 16 is slidably arranged in the connecting sleeve 17. The end of the support shaft 16 away from the connecting sleeve 17 can be slidably connected to the supporting sleeve 18; The device further comprises a symmetrically arranged second connecting ring 15 , which is fixedly sleeved on the supporting shaft 16 .

[0045] It should be noted that: the support shaft 16 is respectively provided with a first limit block 1601 and a second limit block 1602, a first limit groove 1701 is formed on the inner wall of the connecting sleeve 17, and a second limit groove 1801 is formed on the inner wall of the supporting sleeve 18, which is slidably connected to the second limit block 1602. Under the limiting action of the first limit block 1601 and the first limit groove 1701, one end of the support shaft 16 is slidably connected to the connecting sleeve 17, and under the limiting action of the second limit block 1602 and the second limit groove 1801, the other end of the support shaft 16 is slidably connected to the supporting sleeve 18, and does not affect the rotation of the connecting sleeve 17, driving the support shaft 16 to rotate synchronously, and under the support of the supporting sleeve 18, its transmission shaft fork 11 can rotate relative to the connecting fork 12.

[0046] As a further solution of the present invention, please refer to Figure 7 and Figure 8 The transmission extrusion member includes an extrusion sleeve 10 axially arranged along the connecting shaft 4, one end of the extrusion sleeve 10 is slidably connected to the connecting shaft 4, and a second ball 1002 is movably provided on the extrusion sleeve 10, and the second ball 1002 can adapt to the second thread groove 1101 formed on the side wall of the inner ring of the connecting yoke 12; It also includes a first connecting ring 13, which is rotatably arranged at the end of the extrusion sleeve 10 away from the connecting shaft 4, and a connecting rod 14 is symmetrically and hingedly provided on the first connecting ring 13, and the end of the connecting rod 14 away from the first connecting ring 13 is hinged to the second connecting ring 15 respectively.

[0047] Preferably, a second strip block 402 is provided on the connecting shaft 4, and a second strip groove 1001 is formed on the extrusion sleeve 10, which is slidingly connected to the second strip block 402. Under the restriction of the second strip block 402 and the second strip groove 1001, the sliding connection between the connecting shaft 4 and the extrusion sleeve 10 is realized without affecting the rotation of the extrusion sleeve 10 relative to the connecting shaft 4.

[0048] Specifically, when the connecting shaft 4 rotates relative to the transmission shaft tube 2, it can drive the extrusion sleeve 10 to rotate synchronously. When the extrusion sleeve 10 rotates relative to the transmission shaft fork 11, the second ball 1002 thereon is squeezed by the second threaded groove 1101, so that the extrusion sleeve 10 rotates relative to the transmission shaft fork 11 while making a linear motion along the axial direction of the extrusion sleeve 10. At this time, one end of the extrusion sleeve 10 is relative to one end of the connecting shaft 4, and the first connecting ring 13 sleeved on the other end squeezes the two second connecting rings 15 under the action of the connecting rod 14, so that one end of the support shaft 16 moves relative to the supporting shaft sleeve 18, and the other end shrinks into the connecting sleeve 17. When one end of the support shaft 16 moves to be completely separated from the supporting shaft sleeve 18, the separation of the transmission shaft fork 11 and the connecting yoke 12 is realized, which can avoid the overall breakage or serious deformation of the transmission shaft caused by the collision, thereby reducing the direct harm of the collision to the driver and other parts of the vehicle.

[0049] An assembly device for an automobile transmission shaft capable of collapsing under collision force, using any of the above-mentioned automobile transmission shafts capable of collapsing under collision force, comprises the following steps: Step 1: When a violent collision occurs on the vehicle body, the transmission sleeve 1 moves relative to the transmission shaft tube 2, driving the sliding sleeve 3 to synchronously move and squeeze the connecting shaft 4, causing the connecting shaft 4 to rotate. At this time, the connecting shaft 4 rotates relative to the transmission shaft tube 2; Step 2: When the connecting shaft 4 and the transmission shaft tube 2 move relative to each other, the two second connecting rings 15 are squeezed synchronously by the transmission extruder; Step 3: After the second connecting ring 15 is decomposed by force, it moves toward the second connecting sleeve 17, causing the support shaft 16 to shrink into the second connecting sleeve 17. At this time, the support shaft 16 slides and separates relative to the supporting sleeve 18, and the connection between the transmission shaft fork 11 and the connecting yoke 12 is disconnected.

[0050] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above and that the invention can be embodied in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered in all respects as illustrative and non-restrictive, and the scope of the invention is defined by the appended claims, not the foregoing description, and all variations within the meaning and range of equivalents of the claims are intended to be included therein. Any reference sign in a claim should not be construed as limiting the claim to which it relates.

[0051] In addition, it should be understood that although this specification is described in terms of implementation methods, not every implementation method contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. A collapsible automobile transmission shaft comprising a transmission sleeve and a transmission shaft tube arranged on the same axis, one end of the transmission shaft tube being inserted into the transmission sleeve and slidingly connected thereto, and a universal joint being provided at each end of the transmission sleeve and the transmission shaft tube, characterized in that ； The universal joint located at the end of the transmission shaft tube includes a transmission shaft fork and a connecting yoke, and the connecting yoke is hinged to the transmission shaft fork; It also includes a sliding drive member rotatably arranged in the transmission shaft tube, and the sliding sleeve fixedly arranged in the transmission sleeve squeezes the sliding drive member to rotate when it moves relative to the sliding drive member. When the sliding drive member rotates relative to the transmission shaft tube, it can act on the hinge point between the connecting fork and the transmission shaft fork to separate.

2. The automobile transmission shaft capable of collapsing under collision force according to claim 1, characterized in that: A cylindrical cavity is formed in the sliding sleeve, and a first ball capable of squeezing the sliding driving member is movably arranged in the cylindrical cavity.

3. The automobile transmission shaft capable of collapsing under collision force according to claim 2, characterized in that: The sliding drive member includes a connecting shaft rotatably connected to the transmission shaft tube, one end of the connecting shaft is formed with a first thread groove capable of slidingly matching with the first ball, and the other end is slidably provided with a transmission extrusion member; A straight shaft is rotatably provided on the connecting yoke, and supporting sleeves are rotatably installed on both ends of the straight shaft; Connecting sleeves are fixedly provided at both ends of the transmission shaft fork, a support shaft is slidably provided in the connecting sleeve, and one end of the support shaft away from the connecting sleeve can be slidably connected to the supporting sleeve; It also includes a symmetrically arranged second connecting ring, which is fixedly sleeved on the supporting shaft; The transmission extrusion member includes an extrusion sleeve arranged axially along the connecting shaft, one end of the extrusion sleeve is slidably connected to the connecting shaft, and a second ball is movably provided on the extrusion sleeve, and the second ball is adapted to fit into a second thread groove formed on the side wall of the inner ring of the connecting yoke; It also includes a first connecting ring, which is rotatably arranged on the end of the extrusion sleeve away from the connecting shaft, and the first connecting ring is symmetrically and hingedly provided with connecting rods, and the ends of the connecting rods away from the first connecting ring are respectively hinged to the second connecting rings.

4. The automobile transmission shaft capable of collapsing under collision force according to claim 3, characterized in that: When the transmission shaft tube rotates, the elastic limiting members arranged in the transmission shaft tube and distributed equidistantly around the circumference can engage with the collar fixedly sleeved on the connecting shaft and drive the connecting shaft to rotate synchronously.

5. The automobile transmission shaft capable of collapsing under collision force according to claim 4, characterized in that: The collar is provided with a plurality of first latching teeth arranged in an isosceles triangle structure and distributed equidistantly along the circumference.

6. The automobile transmission shaft capable of collapsing under collision force according to claim 5, characterized in that: The elastic limiting component includes a plug sleeve fixedly connected to the inner wall of the transmission shaft tube, and a plug rod is slidably provided on one end of the plug sleeve away from the inner wall.

7. The automobile transmission shaft capable of collapsing under collision force according to claim 3, characterized in that: A second latching tooth that can engage with the first latching tooth is fixed on the other end of the plug-in rod.

8. The automobile transmission shaft capable of collapsing under collision force according to claim 7, characterized in that: The elastic limiting member further comprises a spring, and the spring is arranged in the plug sleeve, one end of the spring abuts against the inner end of the plug sleeve, and the other end abuts against the plug rod.

9. An automobile transmission shaft assembly device capable of collapsing under collision force, characterized in that: The method of using the automobile transmission shaft capable of collapsing under collision force as claimed in any one of claims 1 to 8 comprises the following steps: Step 1: When a violent collision occurs on the vehicle body, the transmission sleeve moves relative to the transmission shaft tube, driving the sliding sleeve to synchronously move and squeeze the connecting shaft, causing the connecting shaft to rotate. At this time, the connecting shaft rotates relative to the transmission shaft tube; Step 2: When the connecting shaft and the transmission shaft tube move relative to each other, the two second connecting rings are squeezed synchronously by the transmission extrusion member; Step 3: After the second connecting ring is decomposed by force, it moves toward the second connecting sleeve, causing the support shaft to shrink into the second connecting sleeve. At this time, the support shaft slides and separates relative to the supporting sleeve, and the connection between the transmission shaft fork and the connecting yoke is disconnected.

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