A collapsible automotive driveshaft under impact and its assembly equipment

Abstract

This invention relates to the technical field of automotive driveshafts, specifically a collapsible automotive driveshaft under impact and its assembly equipment. It includes a drive sleeve and a driveshaft tube arranged on the same axis, with universal joints at their ends. The universal joint at the end of the driveshaft tube includes a driveshaft fork and a connecting fork. It also includes a sliding drive member rotatably disposed within the driveshaft tube. When a sliding sleeve fixedly disposed within the drive sleeve moves relative to the sliding drive member, it compresses the sliding drive member to rotate. When the sliding drive member rotates relative to the driveshaft tube, it can act on the hinge point between the connecting fork and the driveshaft fork to separate. By employing the collapsible and separating hinge point between the connecting fork and the driveshaft fork on the universal joint, this invention allows for adjustment or replacement of local parts after a collision, avoiding the need to replace the entire driveshaft, thereby significantly reducing maintenance costs.

Description

Technical Field

[0001] This invention relates to the technical field of automotive drive shafts, specifically a collapsible automotive drive shaft and its assembly equipment under impact force. Background Technology

[0002] The driveshaft is a key component of a car's transmission system. Its main function is to transmit power from the engine to the drive wheels, thereby propelling the vehicle. A driveshaft typically consists of a shaft tube, a telescopic sleeve (telescopic spline), and a universal joint, and is an important device connecting the engine and the drive wheels.

[0003] Because traditional driveshafts consist of only a single tube, they can buckle during a collision, causing secondary injuries to the vehicle and occupants. Therefore, existing driveshafts typically incorporate a collapsible structure, usually found in the front section, including a front splined shaft, front shaft tube, splined sleeve, and a collapsible ring. These components achieve their collapsible function through specific mechanical connections (such as the engagement of annular grooves and slots). In a frontal collision, the collapsible ring expands outwards and deforms, absorbing impact energy and preventing the driveshaft from buckling inwards, thus reducing the threat to the driver and passengers. The core of this technology lies in utilizing the plastic deformation (i.e., permanent deformation) of the material to dissipate impact energy, thereby protecting the safety of occupants. However, this can lead to the driveshaft not returning to its original state, necessitating replacement and increasing maintenance costs. Summary of the Invention

[0004] The purpose of this invention is to provide a collapsible automotive driveshaft that can withstand impact forces, in order to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution:

[0006] A collapsible automotive driveshaft under impact force includes a drive sleeve and a drive shaft tube arranged on the same axis. One end of the drive shaft tube is inserted into the drive sleeve and slidably connected. Universal joints are respectively provided at the ends of the drive sleeve and the drive shaft tube.

[0007] The universal joint located at the end of the drive shaft tube includes a drive shaft fork and a connecting fork, wherein the connecting fork is hinged to the drive shaft fork;

[0008] It also includes a sliding drive component that is rotatably disposed within the transmission shaft tube. When the sliding sleeve fixedly disposed within the transmission sleeve moves relative to the sliding drive component, it presses the sliding drive component to rotate. When the sliding drive component 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.

[0009] As described above, the collision-resistant collapsible automotive drive shaft has a cylindrical cavity formed inside the sliding sleeve, and a first ball bearing capable of squeezing the sliding drive member is movably disposed within the cylindrical cavity.

[0010] As described above, the collision-force-collapseable automotive drive shaft includes a sliding drive component that is rotatably connected to the drive shaft tube. One end of the connecting shaft has a first threaded groove that can slide and adapt to the first ball, and the other end has a transmission extrusion component that is slidably disposed thereon.

[0011] As described above, the car drive shaft can collapse under impact force: when the drive shaft tube rotates, the elastic limiting members arranged in a circumferentially equidistant manner inside the drive shaft tube can engage with the collar fixedly sleeved on the connecting shaft and drive the connecting shaft to rotate synchronously.

[0012] As described above, the car drive shaft is collapsible under impact force: the collar has multiple first retaining teeth arranged in an isosceles triangular structure and distributed equidistantly along the circumference.

[0013] As described above, the collapsible automotive drive shaft under impact force includes an elastic limiting member comprising a plug sleeve fixedly connected to the inner wall of the drive shaft tube, a plug rod slidably disposed on one end of the plug sleeve away from the inner wall, and a second locking tooth fixed on the other end of the plug rod capable of engaging with the first locking tooth.

[0014] It also includes a spring, which is disposed inside the plug sleeve, with one end of the spring abutting against the inner end of the plug sleeve and the other end abutting against the plug rod.

[0015] The aforementioned collision-resistant and collapsible automotive driveshaft: a slotted shaft is rotatably mounted on the connecting joint fork, and support bushings are rotatably mounted on both ends of the slotted shaft.

[0016] As described above, the car drive shaft that can collapse under impact force: connecting sleeves are fixedly provided at both ends of the drive shaft fork, and a support shaft is slidably provided inside the connecting sleeve. The end of the support shaft away from the connecting sleeve can be slidably connected to the supporting shaft sleeve.

[0017] It also includes a symmetrically arranged second connecting ring, which is fixedly sleeved on the support shaft.

[0018] As described above, the collision-force-collapseable automotive drive shaft includes a drive extrusion member comprising an extrusion sleeve axially arranged along the connecting shaft, one end of the extrusion sleeve being slidably connected to the connecting shaft, and a second ball being movably disposed on the extrusion sleeve, the second ball being adaptable to a second threaded groove formed on the inner ring sidewall of the connecting joint fork.

[0019] It also includes a first connecting ring, which is rotatably disposed at the end of the extrusion sleeve away from the connecting shaft, and a connecting rod is symmetrically and hinged on the first connecting ring, the end of the connecting rod away from the first connecting ring being respectively hinged to the second connecting ring.

[0020] An assembly device for a collision-resistant collapsible automotive driveshaft, employing any one of the above-described collision-resistant collapsible automotive driveshafts, includes the following steps:

[0021] Step 1: When the vehicle body is involved in a violent collision, the transmission sleeve moves relative to the transmission shaft tube, which drives the sliding sleeve to move and press against the connecting shaft, causing the connecting shaft to rotate. At this time, the connecting shaft rotates relative to the transmission shaft tube.

[0022] Step 2: When the connecting shaft and the transmission shaft tube move relative to each other, the two second connecting rings are simultaneously squeezed under the action of the transmission squeezing component;

[0023] Step 3: After the second connecting ring is decomposed by the force, it moves toward the second connecting sleeve, causing the support shaft to retract toward the second connecting sleeve. At this time, the support shaft slides and separates from the supporting sleeve, and the connection between the drive shaft fork and the connecting section fork is broken.

[0024] Compared with the prior art, the beneficial effects of the present invention are:

[0025] When a car is involved in a severe collision, the transmission sleeve and transmission shaft tube are impacted. The transmission sleeve moves relative to the transmission shaft tube. At this time, the sliding sleeve moves relative to the sliding drive component and squeezes the sliding drive component, allowing the sliding drive component to rotate relative to the transmission shaft tube. This allows it to act on the transmission shaft fork, causing the hinge point between the connecting fork and the transmission shaft fork to retract into the transmission shaft fork and separate. This can prevent the transmission shaft from breaking or being severely deformed due to the collision, thereby reducing the direct harm to the driver and other parts of the vehicle.

[0026] By using the retraction and separation of the hinge point between the connecting fork and the drive shaft fork on the universal joint, the function can be restored after a collision by adjusting or replacing local parts (such as the connecting fork or the drive shaft fork), avoiding the need to replace the entire drive shaft, thus significantly reducing maintenance costs. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of a car driveshaft that can collapse under impact.

[0028] Figure 2 This is a schematic diagram of the transmission sleeve and transmission shaft tube in a car transmission shaft that can collapse under impact.

[0029] Figure 3 This is a schematic diagram of the transmission sleeve and sliding sleeve in a car driveshaft that can collapse under impact.

[0030] Figure 4 This is a cross-sectional schematic diagram of the drive shaft tube and drive shaft fork in a car drive shaft that can collapse under impact.

[0031] Figure 5 This is a schematic diagram of the drive shaft tube and connecting shaft in a car drive shaft that can collapse under impact.

[0032] Figure 6 This is a schematic diagram of the connecting shaft and the elastic limiting component in a car drive shaft that can collapse under impact.

[0033] Figure 7 This is a schematic diagram of the connecting shaft and the extrusion sleeve in a car drive shaft that can collapse under impact.

[0034] Figure 8 This is a schematic diagram of the drive shaft fork and compression sleeve in a car drive shaft that can collapse under impact.

[0035] Figure 9 This is a schematic diagram of the transmission compression component and connecting fork in a car driveshaft that can collapse under impact.

[0036] Figure 10 This is a schematic diagram of the structure connecting the fork and the drive shaft fork in a car drive shaft that can collapse under impact.

[0037] In the diagram: 1. Transmission sleeve; 101. First strip block; 2. Transmission shaft tube; 201. First strip groove; 3. Sliding sleeve; 301. First ball bearing; 4. Connecting shaft; 401. First threaded groove; 402. Second strip block; 5. Collar; 501. First retaining tooth; 6. Insert sleeve; 7. Spring; 8. Insert rod; 9. Second retaining tooth; 10. Extrusion sleeve; 1001. Second strip groove; 1002. Second ball bearing; 11. Transmission shaft fork; 1101. Second threaded groove; 12. Connecting section fork; 13. First connecting ring; 14. Connecting rod; 15. Second connecting ring; 16. Support shaft; 1601. First limiting block; 1602. Second limiting block; 17. Connecting sleeve; 1701. First limiting groove; 18. Supporting bushing; 1801. Second limiting groove; 19. Slotted shaft. Detailed Implementation

[0038] Various exemplary embodiments, features, and aspects of this application will now be described in detail with reference to the accompanying drawings. The same reference numerals in the drawings denote elements that have the same or similar functions. Although various aspects of the embodiments are shown in the drawings, they are not necessarily drawn to scale unless specifically indicated otherwise.

[0039] The term “exemplary” as used herein means “serving as an example, embodiment, or illustration.” Any embodiment illustrated herein as “exemplary” is not necessarily to be construed as superior to or better than other embodiments.

[0040] Furthermore, to better illustrate this application, numerous specific details are provided in the following detailed embodiments. Those skilled in the art should understand that this application can be implemented even without certain specific details. In some instances, methods, means, and elements well-known to those skilled in the art have not been described in detail in order to highlight the main points of this application.

[0041] Please see Figures 1-10 In this embodiment of the invention, a collapsible automotive driveshaft under impact force includes a drive sleeve 1 and a drive shaft tube 2 arranged on the same axis. One end of the drive shaft tube 2 is inserted into the drive sleeve 1 and slidably connected. Universal joints are respectively provided at the ends of the drive sleeve 1 and the drive shaft tube 2.

[0042] The universal joint located at the end of the drive shaft tube 2 includes a drive shaft fork 11 and a connecting fork 12, wherein the connecting fork 12 is hinged to the drive shaft fork 11.

[0043] It also includes a sliding drive component that is rotatably disposed within the transmission shaft tube 2. When the sliding sleeve 3 fixedly disposed within the transmission sleeve 1 moves relative to the sliding drive component, it squeezes the sliding drive component to rotate. When the sliding drive component rotates relative to the transmission shaft tube 2, it can act on the hinge point between the connecting fork 12 and the transmission shaft fork 11 to separate.

[0044] In contrast, in conventional technology, when a car collides, the transmission sleeve 1 and transmission shaft tube 2 are subjected to impact forces from different directions. These impact forces are typically lateral or longitudinal, and the transmission sleeve 1 and transmission shaft tube 2 are important components for vehicle power transmission. According to mechanical analysis, when the transmission sleeve 1 and transmission shaft tube 2 are subjected to lateral impact, they may undergo bending deformation. This deformation can cause the transmission sleeve 1 and transmission shaft tube 2 to bulge in certain locations.

[0045] In this embodiment, when a car is involved in a severe collision, the transmission sleeve 1 and the transmission shaft tube 2 are impacted. The transmission sleeve 1 moves relative to the transmission shaft tube 2. At this time, the sliding sleeve 3 moves relative to the sliding drive component and squeezes the sliding drive component, allowing the sliding drive component to rotate relative to the transmission shaft tube 2. This allows it to act on the transmission shaft fork 11, causing the hinge point between the connecting fork 12 and the transmission shaft fork 11 to retract into the transmission shaft fork 11 and separate. This can prevent the transmission shaft from breaking or severely deforming due to the collision, thereby reducing the direct harm to the driver and other parts of the vehicle.

[0046] It should be noted that, to prevent the driveshaft from buckling upon impact, existing driveshafts are equipped with a collapsible structure. However, after collapsing, the entire driveshaft assembly usually needs to be replaced because the collapsed portion will be permanently deformed after absorbing impact energy and cannot be repaired. In contrast, by using a universal joint where the hinge point between the connecting fork 12 and the driveshaft fork 11 retracts and separates, functionality can be restored after a collision by adjusting or replacing local parts (such as the connecting fork 12 or the driveshaft fork 11), avoiding the need to replace the entire driveshaft and thus significantly reducing maintenance costs.

[0047] 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 slidably connected to the first strip block 101. Under the constraint 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.

[0048] As a further embodiment of the present invention, please refer to... Figure 3 and Figure 4 The sliding sleeve 3 has a cylindrical cavity, and a first ball bearing 301 capable of squeezing the sliding drive component is movably disposed in the cylindrical cavity.

[0049] The sliding drive component includes a connecting shaft 4 that is rotatably connected to the transmission shaft tube 2. One end of the connecting shaft 4 has a first threaded groove 401 that can slide and adapt to the first ball 301, and a transmission pressing component is slidably disposed on the other end.

[0050] When the vehicle body is impacted, the sliding sleeve 3 and the connecting shaft 4 move relative to each other, causing the first ball bearing 301 to press against the first threaded groove 401. The connecting shaft 4, which is rotatably connected to the drive shaft tube 2, is also compressed by the first ball bearing 301, causing it to rotate relative to the drive shaft tube 2. Under the action of the transmission compression component, it acts on the hinge point between the drive shaft fork 11 and the connecting section fork 12, allowing the hinge point to retract into the drive shaft fork 11 and separate from the connecting section fork 12. This achieves separation of one end of the drive shaft tube 2 from the vehicle body, effectively preventing severe damage to the entire drive shaft caused by the collision, thereby reducing maintenance costs and vehicle downtime. This design makes certain components of the transmission system easier to replace or repair in a collision, improving the reliability and service life of the vehicle.

[0051] As a further embodiment of the invention, please refer to Figure 6 When the transmission shaft tube 2 rotates, the elastic limiting members arranged in a circular and equidistant manner inside the transmission shaft tube 2 can engage with the collar 5 fixedly sleeved on the connecting shaft 4 and drive the connecting shaft 4 to rotate synchronously.

[0052] The collar 5 has multiple first locking teeth 501 arranged in an isosceles triangular structure, which are equidistantly distributed along the circumference.

[0053] 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. A second locking tooth 9 that can engage with the first locking tooth 501 is fixed on the other end of the plug rod 8.

[0054] It also includes a spring 7, which is disposed inside the plug sleeve 6. One end of the spring 7 abuts against the inner end of the plug sleeve 6, and the other end abuts against the plug rod 8.

[0055] When the vehicle is in normal operation, 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 locking tooth 9 can squeeze the first locking 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 and the connecting shaft 4 is synchronized, avoiding relative movement between the transmission shaft tube 2 and the connecting shaft 4 under normal conditions, which would affect the normal connection between the connecting fork 12 and the transmission shaft fork 11.

[0056] In this embodiment, the second locking tooth 9 is also arranged in a near-isosceles triangular structure. The inclined surface of the first locking tooth 501 abuts against the inclined surface of the second locking tooth 9. When the connecting shaft 4 rotates relative to the transmission shaft tube 2, the first locking tooth 501 rotates relative to the second locking tooth 9, and the first locking tooth 501 generates an inclined pressing force on the second locking tooth 9. When the compression of the spring 7 is at its minimum value, the second locking tooth 9 is in the insertion slot formed by two adjacent first locking teeth 501. When the second locking tooth 9 is subjected to an inclined pressing force, the transmission shaft tube 2 is restricted from rotating by the transmission sleeve 1. At this time, the second locking tooth 9 moves along the connecting shaft tube 2. The shaft 4 moves radially away from the first locking tooth 501, causing the insertion rod 8 to further compress the spring 7. When the second locking tooth 9 is at the top of its stroke, the ends of the triangular structure formed by the first locking tooth 501 and the ends of the triangular structure formed by the second locking tooth 9 are on the same horizontal plane. At this time, the compressive potential energy of the spring 7 is at its maximum value. Then the first locking tooth 501 continues to rotate, and the second locking tooth 9 is reset by the elastic action of the spring 7. This restricts the movement of the connecting shaft 4 relative to the transmission shaft tube 2 under normal conditions, while ensuring that the connecting shaft 4 can rotate synchronously with the rotation of the transmission shaft tube 2 during normal driving.

[0057] As a further embodiment of the present invention, please refer to... Figure 9 and Figure 10 A straight shaft 19 is rotatably mounted on the drive shaft fork 11, and a support bushing 18 is rotatably mounted on both ends of the straight shaft 19.

[0058] Connecting sleeves 17 are fixedly provided at both ends of the connecting fork 12. A support shaft 16 is slidably provided inside the connecting sleeve 17. The end of the support shaft 16 away from the connecting sleeve 17 can be slidably connected to the supporting shaft sleeve 18.

[0059] It also includes a symmetrically arranged second connecting ring 15, which is fixedly sleeved on the support shaft 16.

[0060] It should be noted that: the support shaft 16 is respectively provided with a first limiting block 1601 and a second limiting block 1602, the inner wall of the connecting sleeve 17 is formed with a first limiting groove 1701 that is slidably connected to the first limiting block 1601, and the inner wall of the supporting sleeve 18 is formed with a second limiting groove 1801 that is slidably connected to the second limiting block 1602. Under the limiting action of the first limiting block 1601 and the first limiting 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 limiting block 1602 and the second limiting groove 1801, the other end of the support shaft 16 is slidably connected to the supporting sleeve 18. This does not affect the rotation of the connecting sleeve 17, but drives the support shaft 16 to rotate synchronously. Under the support of the supporting sleeve 18, its transmission shaft fork 11 can rotate relative to the connecting section fork 12.

[0061] As a further embodiment of the present invention, please refer to... Figure 7 and Figure 8 The transmission extrusion component includes an extrusion sleeve 10 arranged axially 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 arranged on the extrusion sleeve 10. The second ball 1002 can be adapted to the second threaded groove 1101 formed on the inner ring sidewall of the connecting joint fork 12.

[0062] It also includes a first connecting ring 13, which is rotatably disposed at one end of the extrusion sleeve 10 away from the connecting shaft 4, and a connecting rod 14 is symmetrically and hinged on the first connecting ring 13. The end of the connecting rod 14 away from the first connecting ring 13 is respectively hinged to the second connecting ring 15.

[0063] 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 that is slidably connected to the second strip block 402. Under the constraint of the second strip block 402 and the second strip groove 1001, the connecting shaft 4 and the extrusion sleeve 10 are slidably connected without affecting the rotation of the extrusion sleeve 10 relative to the connecting shaft 4.

[0064] Specifically, when the connecting shaft 4 rotates relative to the drive shaft tube 2, it can drive the compression sleeve 10 to rotate synchronously. When the compression sleeve 10 rotates relative to the drive shaft fork 11, the second ball 1002 on it is squeezed by the second thread groove 1101, so that the compression sleeve 10 rotates relative to the drive shaft fork 11 and moves linearly along the axial direction of the compression sleeve 10. At this time, one end of the compression sleeve 10 is relative to one end of the connecting shaft 4, and the first connecting ring 13 sleeved on the other end is squeezed by the connecting rod 14 on the two second connecting rings 15, so that one end of the support shaft 16 moves relative to the supporting shaft sleeve 18, and the other end retracts into the connecting sleeve 17. When one end of the support shaft 16 moves to completely separate from the supporting shaft sleeve 18, the drive shaft fork 11 and the connecting section fork 12 are separated, which can avoid the overall breakage or severe deformation of the drive shaft due to the collision, thereby reducing the direct harm of the collision to the driver and other parts of the vehicle.

[0065] An assembly device for a collision-resistant collapsible automotive driveshaft, employing any one of the above-described collision-resistant collapsible automotive driveshafts, includes the following steps:

[0066] Step 1: When the vehicle body is involved in a violent collision, the transmission sleeve 1 moves relative to the transmission shaft tube 2, which drives the sliding sleeve 3 to move and press against 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.

[0067] 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 simultaneously squeezed under the action of the transmission squeezing component;

[0068] Step 3: After the second connecting ring 15 is decomposed by the force, it moves toward the second connecting sleeve 17, causing the support shaft 16 to retract toward the second connecting sleeve 17. At this time, the support shaft 16 slides and separates from the supporting sleeve 18, and the connection between the drive shaft fork 11 and the connecting section fork 12 is broken.

[0069] 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 implemented in other specific forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0070] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A collapsible automotive driveshaft under impact force, comprising a drive sleeve and a drive shaft tube arranged on the same axis, one end of the drive shaft tube being inserted into and slidably connected to the drive sleeve, and universal joints being respectively provided at the ends of the drive sleeve and the drive shaft tube, characterized in that... ； The universal joint located at the end of the drive shaft tube includes a drive shaft fork and a connecting fork, wherein the connecting fork is hinged to the drive shaft fork; It also includes a sliding drive component that is rotatably disposed inside the transmission shaft tube. When the sliding sleeve fixedly disposed inside the transmission sleeve moves relative to the sliding drive component, it squeezes the sliding drive component to rotate. When the sliding drive component 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. A cylindrical cavity is formed inside the sliding sleeve, and a first ball bearing capable of squeezing the sliding drive component is movably disposed inside the cylindrical cavity. The sliding drive component includes a connecting shaft that is rotatably connected to the transmission shaft tube. One end of the connecting shaft is formed with a first threaded groove that can slide and adapt to the first ball, and a transmission pressing component is slidably disposed on the other end. A slotted shaft is rotatably mounted on the connecting section fork, and support bushings are rotatably mounted on both ends of the slotted shaft. Connecting sleeves are fixedly provided at both ends of the drive shaft fork, and a support shaft is slidably provided inside the connecting sleeve. The 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 support shaft; The transmission extrusion component 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 arranged on the extrusion sleeve. The second ball can be adapted to the second threaded groove formed on the inner ring sidewall of the connecting joint fork. It also includes a first connecting ring, which is rotatably disposed at the end of the extrusion sleeve away from the connecting shaft, and a connecting rod is symmetrically and hinged on the first connecting ring, the end of the connecting rod away from the first connecting ring being respectively hinged to the second connecting ring.

2. The automotive driveshaft capable of collapsing under impact force according to claim 1, characterized in that, When the drive shaft tube rotates, the elastic limiting members arranged in a circular and equidistant pattern inside the drive shaft tube can engage with the collar fixedly sleeved on the connecting shaft and drive the connecting shaft to rotate synchronously.

3. The automotive driveshaft capable of collapsing under impact force according to claim 2, characterized in that, The collar has multiple first locking teeth arranged in an isosceles triangular structure, evenly distributed along its circumference.

4. The automotive driveshaft capable of collapsing under impact force according to claim 3, characterized in that, The elastic limiting member includes a plug sleeve that is fixedly connected to the inner wall of the transmission shaft tube, and a plug rod is slidably disposed on one end of the plug sleeve away from the inner wall.

5. A collapsible automotive driveshaft under impact force according to claim 4, characterized in that, The other end of the plug rod is fixed with a second locking tooth that can engage with the first locking tooth.

6. A collapsible automotive driveshaft under impact force according to claim 5, characterized in that, The elastic limiting component also includes a spring. The spring is disposed inside the plug sleeve, with one end of the spring abutting against the inner end of the plug sleeve and the other end abutting against the plug rod.

7. An assembly device for an automotive driveshaft that can collapse under impact force, characterized in that, The automotive drive shaft with a collision-resistant collapsible design as described in any one of claims 1-6 comprises the following steps: Step 1: When the vehicle body is involved in a violent collision, the transmission sleeve moves relative to the transmission shaft tube, which drives the sliding sleeve to move and press against 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 simultaneously squeezed under the action of the transmission squeezing component; Step 3: After the second connecting ring is decomposed by the force, it moves toward the second connecting sleeve, causing the support shaft to retract toward the second connecting sleeve. At this time, the support shaft slides and separates from the supporting sleeve, and the connection between the drive shaft fork and the connecting section fork is broken.

Images