Driving shaft assembly with adjustable length and modality and automobile

Abstract

The invention relates to the technical field of automobile transmission, in particular to a length and modal adjustable driving shaft assembly and an automobile, the driving shaft assembly comprises a first intermediate shaft and a second intermediate shaft which are hollow shafts, and the first intermediate shaft is inserted into the second intermediate shaft to be telescopically sleeved; fixed constant velocity universal joints are arranged at the ends, not used for telescopic sleeving, of the first intermediate shaft and the second intermediate shaft; at least one shock absorption damper is arranged in a hollow cavity, used for being connected with one end in a sleeved mode, of the first intermediate shaft. The two intermediate shafts are telescopically sleeved, and the length of the shaft rod can be adjusted; when a vehicle jumps, the length change caused by wheel jumping is absorbed through sliding fit of the two intermediate shafts; when a vehicle model is changed, the distance between the driving motor and the wheels is changed, the length change requirement is met through sliding of the two intermediate shafts, and therefore the generalization rate of the driving shafts is increased; a shock absorption damper is arranged in the shaft, modal adjustment of the driving shaft can be achieved, resonance with a driving motor is avoided, and therefore the NVH performance is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile transmission technology, and particularly relates to a driving shaft assembly with adjustable length and mode and a car. BACKGROUND

[0002] The driving shaft is one of the components of the automobile transmission system, which not only bears the function of transmitting power to the wheels to drive the vehicle to move forward, but also has an important influence on the NVH (Noise, Vibration, Harshness) performance of the vehicle. The NVH is related to the comprehensive problem of the vehicle or the external manifestation of the quality of the vehicle. According to the NVH theory, the excitation source of the above problems comes from the driving motor, but it is not realistic to modify the driving motor, and the transmission path is generally used to solve the problem. Therefore, the NVH performance is improved by improving the mode of the driving shaft.

[0003] There are two common methods to improve the mode of the driving shaft at present. One is to make the intermediate shaft of the driving shaft into a hollow shaft, which can increase the mode of the driving shaft. The other is to add a damping block to the intermediate shaft of the driving shaft to reduce the vibration frequency of the driving shaft, so as to avoid resonance between the driving shaft and the driving motor. The length of the driving shaft is realized by a sliding universal joint, and the general swing angle range is ±20°, and the sliding range is 50mm. During the product development process, the length of the intermediate shaft is determined according to the arrangement. However, the above-mentioned technology has the following defects: 1. The existing method for solving the NVH performance of the driving shaft is only suitable for a single vehicle model, and cannot be directly used for the modified vehicle model with adjustable length, and the shaft needs to be redesigned, which causes waste of cost. 2. The diameter of the intermediate shaft is increased, and the arrangement space is increased, which is not conducive to the arrangement of the surrounding parts of the driving shaft.

[0004] 3. If the stroke is large, the sliding universal joint will work at a large working angle, the transmission system has low efficiency, and large impact force is easy to be generated. SUMMARY

[0005] In view of the defects in the prior art, the purpose of the present application is to provide a driving shaft assembly with adjustable length and mode and a car. The two intermediate shafts designed in the present application adjust the length of the shaft by sliding, so as to meet the requirements of the modified vehicle model and the wheel jump for the change of the length of the driving shaft. In addition, shock-absorbing rubber blocks are added in the internal space of the shaft, so as to avoid resonance with the driving motor, thereby improving the NVH performance. In order to achieve the above purpose, the present application is realized by the following technical scheme: In a first aspect, the application provides a length and mode adjustable drive shaft assembly, comprising a first intermediate shaft and a second intermediate shaft, both being hollow shafts, the first intermediate shaft being telescopically inserted into the second intermediate shaft, both the first intermediate shaft and the second intermediate shaft being provided with fixed constant velocity joints at one end not used for telescopically inserting; the hollow cavity of the first intermediate shaft used for telescopically inserting is provided with at least one shock absorbing damper.

[0006] As a further implementation, the hollow cavity of the first intermediate shaft used for telescopically inserting is provided with internal threads, and the shock absorbing damper is provided with external threads and cooperates with the internal threads.

[0007] As a further implementation, the shock absorbing damper is a shock absorbing rubber block, which is an integral structure made of a metal framework and a rubber body.

[0008] As a further implementation, the shock absorbing rubber block is provided with a recessed hole at one end for screwing.

[0009] As a further implementation, the first intermediate shaft and the second intermediate shaft are telescopically inserted through a spline structure.

[0010] As a further implementation, the first intermediate shaft comprises a first connecting section and a second connecting section, the second connecting section is provided with a second external spline, the second intermediate shaft is provided with an internal spline, and the second external spline cooperates with the internal spline to achieve telescopically inserting.

[0011] As a further implementation, the second connecting section is provided with a protruding limiting structure on the rod body.

[0012] As a further implementation, the first connecting section is provided with a first external spline at one end for connecting with the fixed constant velocity joint.

[0013] As a further implementation, the second intermediate shaft is connected with the fixed constant velocity joint through a third external spline.

[0014] In a second aspect, the application provides an automobile, comprising wheels, a drive motor, and a length and mode adjustable drive shaft assembly as described in the first aspect arranged between the wheels and the drive motor.

[0015] The beneficial effects of the application are as follows: (1) The two intermediate shafts of the application are telescopically inserted, and the length of the shaft rod can be adjusted. When the vehicle bounces, the length change caused by the wheel bouncing is absorbed through the sliding cooperation of the two intermediate shafts; when the vehicle model is modified, the distance between the drive motor and the wheels changes, and the sliding of the two intermediate shafts meets the length change requirement, thereby meeting the length change requirement of the modified vehicle model, providing the generalization rate of the drive shaft, and reducing the development cost.

[0016] (2) The application adjusts the length of the intermediate shaft, and the space inside the shaft rod changes, the first intermediate shaft is used for sleeving at least one shock absorption damping in the hollow cavity of one end, so that the modal adjustment of the driving shaft is realized, resonance with the driving motor is avoided, and the NVH performance is improved.

[0017] (3) The first intermediate shaft is a hollow shaft, a certain length of internal thread is arranged in the hollow cavity of the first intermediate shaft, and the shock absorption damping in the first intermediate shaft is provided with external threads matched with the internal threads, so that the shock absorption damping and the first intermediate shaft can be assembled through screwing during assembly, and different numbers and weights of shock absorption dampings can be selected according to requirements, so as to realize the modal adjustment of the driving shaft, and the adjustment convenience is improved through the screwing assembly.

[0018] (4) The first intermediate shaft and the second intermediate shaft are telescopically sleeved through the spline structure, the spline structure is a multi-tooth coupling structure composed of internal spline and external spline, power transmission is realized through the cooperation of internal and external tooth grooves, the carrying capacity is significantly improved by increasing the number of keys, and the spline structure is used for mechanical scenes with large torque or frequent sliding, so as to meet the requirements of frequent length adjustment and torque transmission of the intermediate shaft of the automobile driving shaft. BRIEF DESCRIPTION OF DRAWINGS

[0019] The drawings accompanying the specification of the application form a part of the application and serve to provide further understanding of the application, and the exemplary embodiments of the application and the description thereof serve to explain the application, and do not constitute an improper limitation on the application.

[0020] Figure 1 is a schematic view of the overall structure of the driving shaft assembly with adjustable length and modal in the embodiment of the application.

[0021] Figure 2 is a schematic view of the assembly of the driving shaft assembly in the embodiment of the application.

[0022] Figure 3 is a schematic view of the structure of the first fixed type constant velocity universal joint in the embodiment of the application.

[0023] Figure 4 is a schematic view of the structure of the first intermediate shaft in the embodiment of the application.

[0024] Figure 5 is an assembly view of the shock absorption rubber block in the embodiment of the application.

[0025] Figure 6 is a schematic view of the structure of the shock absorption rubber block in the embodiment of the application.

[0026] Figure 7 is a schematic view of the structure of the second intermediate shaft in the embodiment of the application.

[0027] Figure 8 This is a schematic diagram of the second fixed constant velocity universal joint structure in an embodiment of the present invention.

[0028] The diagram exaggerates the spacing or dimensions between parts to show their positions; the diagram is for illustrative purposes only.

[0029] The components are: 1. First fixed constant velocity universal joint; 2. First intermediate shaft; 21. First connecting section; 22. Second connecting section; 23. First external spline; 24. Second external spline; 3. Shock-absorbing rubber block; 31. Metal frame; 32. Rubber body; 4. Second intermediate shaft; 41. Internal spline; 42. Third external spline; 5. Second fixed constant velocity universal joint; 6. Wheel; 7. Drive motor. Detailed Implementation

[0030] It should be noted that the following detailed description is illustrative and intended to provide further explanation of the invention. Unless otherwise specified, all technical and scientific terms used in this invention have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains.

[0031] Example 1 In a typical embodiment of the present invention, reference is made to Figure 1 As shown, an adjustable length and modal drive shaft assembly includes a first intermediate shaft 2 and a second intermediate shaft 4, both of which are hollow shafts. The first intermediate shaft 2 is inserted into the second intermediate shaft 4 for telescopic connection. The ends of the first intermediate shaft 2 and the second intermediate shaft 4 that are not used for telescopic connection are provided with fixed constant velocity universal joints. At least one shock-absorbing damper is provided in the hollow cavity of the first intermediate shaft 2 for the connection end.

[0032] In this embodiment, the fixed constant velocity universal joint connected to the first intermediate shaft 2 is the first fixed constant velocity universal joint 1; the fixed constant velocity universal joint connected to the second intermediate shaft 4 is the second fixed constant velocity universal joint 5. The structures of the first fixed constant velocity universal joint 1 and the second fixed constant velocity universal joint 5 are as follows: Figure 3 and Figure 8 As shown.

[0033] A fixed constant velocity joint (CV joint) is a mechanism that connects two shafts with non-coincident axes, enabling them to transmit motion at the same angular velocity. It consists of a bell-shaped housing, a star-shaped sleeve, a ball cage retainer, and six high-precision steel balls. The inner and outer double spherical surfaces maintain six-point contact, ensuring the steel balls are always constrained on the bisector of the shaft angle, achieving absolute equality of input and output speeds. It features no axial slippage, a maximum hinge angle of 47°, and combines large swing angles with high rigidity and lifetime maintenance-free operation. The fixed CV joint is a crucial component in automotive transmission systems, transmitting driving power to the drive wheels and meeting the angular requirements of the outer end of the drive shaft.

[0034] like Figure 1As shown, the fixed constant velocity universal joint is equipped with a protective sleeve, which is a rubber bellows. One end is clamped to the outer circle of the bell-shaped shell of the universal joint, and the other end is clamped to the groove of the shaft. The inside is filled with lifetime grease and is isolated from mud and moisture to achieve full life seal.

[0035] like Figure 2 As shown, one end of the entire drive shaft assembly is connected to the wheel 6 via a first fixed constant velocity joint 1, and the other end is connected to the drive motor 7 via a second fixed constant velocity joint 5. The fixed constant velocity joint provides the swing angle and transmits torque required for the rotation of the wheel 6.

[0036] The two intermediate shafts in this embodiment are telescopically connected, allowing for adjustment of the shaft length. When the vehicle bounces, the sliding engagement of the two intermediate shafts absorbs the length change caused by the bouncing of the wheels 6. When the vehicle model is updated, the distance between the drive motor 7 and the wheels 6 changes, and the sliding of the two intermediate shafts accommodates the length change, thus meeting the requirements of the updated model for changes in drive shaft length. This increases the commonality of the drive shaft and reduces development costs.

[0037] In this embodiment, while adjusting the length of the intermediate shaft, the internal space of the shaft changes. The hollow cavity at one end of the first intermediate shaft 2 is equipped with at least one shock-absorbing damper, thereby realizing the modal adjustment of the drive shaft and avoiding resonance with the drive motor 7, thus improving NVH performance.

[0038] like Figure 5 As shown, the first intermediate shaft 2 is provided with an internal thread for connecting to the hollow cavity at one end, and the shock-absorbing damper is provided with an external thread that mates with the internal thread.

[0039] The first intermediate shaft 2 is a hollow shaft with an internal thread of a certain length inside its hollow cavity. The shock-absorbing damper inside it has an external thread that engages with it. During assembly, the shock-absorbing damper can be assembled with the first intermediate shaft 2 by screwing. Different quantities and weights of shock-absorbing dampers can be selected in sequence as needed to achieve modal adjustment of the drive shaft. The screwing assembly method also increases the convenience of adjustment.

[0040] In this embodiment, as Figure 6 As shown, the shock-absorbing damping is represented by a shock-absorbing rubber block 3, which is an integral structure made of a metal frame 31 and a rubber body 32. The metal frame 31 and rubber body 32 are integrally formed through a vulcanization process. The ends of the shock-absorbing rubber block 3 are machined with hexagonal recesses for assembly with a dedicated screw-in tool. Furthermore, the shock-absorbing rubber block 3 can be manufactured as a series of products for NVH (Noise, Vibration, and Harshness) testing of the entire vehicle, according to requirements.

[0041] The specific process of manufacturing the shock-absorbing rubber block 3 is as follows: the metal skeleton 31 is first sandblasted and phosphated to form a rough active surface, coated with a double primer and then put into a mold; the rubber body 32 is mixed into a tube blank, placed on the outer periphery of the skeleton, and vulcanized by injection for 6 minutes under vacuum of 170℃, 80MPa and -0.08MPa, so that the rubber and skeleton interface can form a chemical bond. After demolding, the peel strength is ≥40kN / m, realizing zero gap and non-removable integral.

[0042] It is understood that in some other embodiments, the shock-absorbing damping can also adopt other types of shock-absorbing structures, not limited to the shock-absorbing rubber block structure provided in this embodiment, as long as it can play a shock-absorbing role.

[0043] The first intermediate shaft 2 and the second intermediate shaft 4 are telescopically connected via a spline structure. Specifically, the first intermediate shaft 2 includes a first connecting section 21 and a second connecting section 22. The second connecting section 22 is provided with a second external spline 24, and the second intermediate shaft 4 is provided with an internal spline 41. The second external spline 24 and the internal spline 41 cooperate to achieve telescopic connection.

[0044] like Figure 4 and Figure 7 As shown, the first intermediate shaft 2 includes a first connecting segment 21 and a second connecting segment 22. The second connecting segment 22 serves as a telescopic connection with the second intermediate shaft 4, and its design length should be determined based on actual telescopic requirements. It is understood that the second intermediate shaft 4 also needs a corresponding length to match the design length of the second connecting segment 22. The outer diameter of the first connecting segment 21 is larger than the outer diameter of the second connecting segment 22, and the first connecting segment 21 and the second connecting segment 22 are connected by a tapered transition.

[0045] In this embodiment, the second connecting segment 22 is designed with an external spline, specifically a second external spline 24. In this embodiment, the second external spline 24 does not completely cover the rod body of the second connecting segment 22, but is only designed with a corresponding length at the end. An internal spline 41 is designed on the second intermediate shaft 4 to mate with the second external spline 24. The length of the internal spline 41 determines the adjustable length of the drive shaft.

[0046] The first intermediate shaft 2 and the second intermediate shaft 4 are telescopically connected by a spline structure. The spline structure is a multi-tooth connection structure composed of internal and external splines. Power transmission is achieved through the cooperation of internal and external tooth grooves. The load-bearing capacity is significantly improved by increasing the number of keys. It is used for mechanical scenarios that transmit large torques or require frequent sliding, and meets the requirements of frequent length adjustment and torque transmission of the intermediate shaft of the automotive drive shaft.

[0047] like Figure 4 As shown, the second connecting section 22 has a protruding limiting structure on its body, which is used to limit the sliding between the rod and the spline inside the intermediate shaft to prevent internal impact.

[0048] The first connecting section 21 has a first external spline 23 at its end for connection with the first fixed constant velocity universal joint 1. The second intermediate shaft 4 is connected to the second fixed constant velocity universal joint 2 by a third external spline 42. The first external spline 23 and the third external spline 42 cooperate with the fixed constant velocity universal joint to transmit the rotation and torque of the fixed constant velocity universal joint.

[0049] During assembly, firstly, a certain number of shock-absorbing rubber blocks 3 are screwed into the first intermediate shaft 2 according to the actual needs of the drive shaft. Then, the end of the first intermediate shaft 2 with the shock-absorbing rubber blocks 3 is inserted into the second intermediate shaft 4, and the first intermediate shaft 2 and the second intermediate shaft 4 are connected by a spline. Next, the first intermediate shaft 2 is connected to the first fixed constant velocity universal joint 1 via the first external spline 23 on the rod body, and the second intermediate shaft 4 is connected to the second fixed constant velocity universal joint 2 via the third external spline 42 on the rod body. Finally, the first fixed constant velocity universal joint 1 is connected to the wheel 6, and the second fixed constant velocity universal joint 2 is connected to the drive motor 7, thus completing the connection of the drive shaft assembly between the wheel 6 and the drive motor 7.

[0050] Example 2 This embodiment provides an automobile, including wheels 6, a drive motor 7, and a drive shaft assembly with adjustable length and mode as described in Embodiment 1, disposed between the two.

[0051] After the drive shaft assembly is assembled with the vehicle, as shown Figure 2 As shown, the motion and torque transmission between the drive motor 7 and the wheel 6 are completed. When the vehicle bounces, the sliding engagement of the second outer spline 24 and the inner spline 41 absorbs the length change caused by the bounce of the wheel 6. If modal adjustment is required, the modal adjustment of the drive shaft is achieved by adjusting the number and weight of the shock-absorbing rubber blocks 3 screwed into the first intermediate shaft.

[0052] When the vehicle model is redesigned, the distance between the drive motor 7 and the wheel 6 changes. The length change is accommodated by the sliding of the second external spline 24 and the internal spline 41, thereby increasing the commonality of the drive shaft and reducing development costs. Similarly, the hollow tube of the first intermediate shaft 2 is filled with shock-absorbing rubber blocks 3. By adjusting the number and weight of the damping blocks, the drive shaft mode is changed to avoid resonance between the drive shaft and the drive motor, thus improving NVH performance.

[0053] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A drive shaft assembly with adjustable length and modes, characterized in that, It includes a first intermediate shaft and a second intermediate shaft, both of which are hollow shafts. The first intermediate shaft is inserted into the second intermediate shaft for telescopic connection. The ends of the first intermediate shaft and the second intermediate shaft that are not used for telescopic connection are provided with fixed constant velocity universal joints. At least one shock-absorbing damper is provided in the hollow cavity of the end of the first intermediate shaft used for telescopic connection.

2. The adjustable length and modal drive shaft assembly according to claim 1, characterized in that, The first intermediate shaft is provided with an internal thread for connecting to the hollow cavity at one end, and the shock-absorbing damper is provided with an external thread that mates with the internal thread.

3. The adjustable length and modal drive shaft assembly according to claim 1, characterized in that, The shock-absorbing damping is a shock-absorbing rubber block, which is an integral structure made of a metal frame and a rubber body.

4. The adjustable length and modal drive shaft assembly according to claim 3, characterized in that, The shock-absorbing rubber block has a recessed hole at its end for screwing.

5. The adjustable length and modal drive shaft assembly according to claim 1, characterized in that, The first intermediate shaft and the second intermediate shaft are telescopically connected by a spline structure.

6. The adjustable length and modal drive shaft assembly according to claim 5, characterized in that, The first intermediate shaft includes a first connecting segment and a second connecting segment. The second connecting segment is provided with a second external spline, and the second intermediate shaft is provided with an internal spline. The second external spline and the internal spline cooperate to realize telescopic sleeve connection.

7. The adjustable length and modal drive shaft assembly according to claim 6, characterized in that, The second connecting section rod is provided with a protruding limiting structure.

8. The adjustable length and modal drive shaft assembly according to claim 6, characterized in that, The first connecting section has a first external spline at its end for connection with the fixed constant velocity universal joint.

9. The adjustable length and modal drive shaft assembly according to claim 1, characterized in that, The second intermediate shaft is connected to the fixed constant velocity universal joint by a third external spline.

10. A car, characterized in that, It includes wheels, a drive motor, and a drive shaft assembly of adjustable length and mode as described in any one of claims 1-9, located between the two.

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