A shock transmission shaft assembly with hierarchical torque transmission and a vehicle

Abstract

The present application relates to the technical field of mechanical transmission, and relates to a shock-absorbing transmission shaft assembly with hierarchical torque transmission and a vehicle. The shock-absorbing transmission shaft assembly with hierarchical torque transmission comprises a transmission assembly, a first shell unit sleeved on at least part of the transmission assembly, the first shell unit comprising a first shell body and at least one pair of mounting slots and sliding slots arranged on the first shell body, a buffer assembly sleeved on at least part of the transmission assembly, and a limiting assembly comprising a first limiting unit and a second limiting unit, wherein the first limiting unit is installed on the transmission assembly and engaged into the mounting slots, and the second limiting unit is installed on the transmission assembly and engaged into the sliding slots; in a motion state, the buffer assembly is deformed based on the transmission assembly and / or the first shell unit bearing axial force or torque. The problem of how to realize shock absorption of the shock-absorbing transmission shaft assembly with hierarchical torque transmission under the premise of ensuring stable torque transmission is solved.

Description

Technical Field

[0001] This invention relates to the field of mechanical transmission technology, and more specifically, to a damping drive shaft assembly for graded torque transmission and a vehicle thereof. Background Technology

[0002] In traditional driveshaft assemblies, the shaft and outer housing are typically rigidly connected, for example, by keying or interference fit, to ensure the stability and accuracy of torque transmission. However, rigid connections are ill-suited for absorbing axial impacts and vibrations from the engine or road surface, leading to wear, abnormal noises, and even fatigue fracture over time. To mitigate this issue, some existing solutions incorporate elastic elements between the shaft and housing, utilizing their compression deformation to absorb vibration energy and improve the smoothness of the transmission system.

[0003] However, the introduction of elastic elements alters the relative displacement characteristics between the shaft and the housing: if the installation gap of the elastic element is too small, the damping stroke is insufficient, and the impact energy cannot be fully released; if the gap is too large, hysteresis or impact can easily occur between the shaft and the housing under high torque conditions, leading to a decrease in the instantaneous stability of torque transmission. Therefore, how to achieve damping of a graded torque transmission drive shaft assembly while ensuring the stability of torque transmission has become an urgent technical problem to be solved in this field. Summary of the Invention

[0004] To address the issue of achieving vibration reduction in a driveshaft assembly while ensuring torque transmission stability, this invention provides a graded torque transmission vibration-damping driveshaft assembly and vehicle.

[0005] In a first aspect, the present invention provides a damping drive shaft assembly for graded torque transmission, comprising:

[0006] Transmission components;

[0007] A first housing unit is sleeved on at least a portion of the transmission assembly. The first housing unit includes a first housing and at least a pair of mounting grooves and sliding grooves disposed on the first housing. The mounting grooves and sliding grooves are arranged sequentially along the axial direction of the transmission assembly. The two mounting grooves are disposed opposite to each other on the end face of the first housing facing the transmission assembly and extend axially. The two sliding grooves are disposed opposite to each other in the middle of the first housing. The sliding grooves pass through the first housing radially and extend axially.

[0008] A buffer assembly is fitted onto at least a portion of the transmission assembly and is located between the first housing and the transmission assembly;

[0009] The limiting assembly includes a first limiting unit and a second limiting unit; the first limiting unit is mounted on the transmission assembly and engaged in the mounting groove; the second limiting unit is mounted on the transmission assembly and engaged in the sliding groove; the two ends of the buffer assembly respectively abut or approach the first limiting unit and the second limiting unit; wherein, the transmission shaft assembly includes a moving state; in the moving state, the buffer assembly deforms based on the axial force or torque borne by the transmission assembly and / or the first housing unit.

[0010] Optionally, the first limiting unit includes a first main body, at least one pair of first limiting parts, and a first mating hole; the two first limiting parts are disposed opposite each other on the first main body along the radial direction of the first housing; the first mating hole is disposed on the first main body along the axial direction of the first housing; wherein, the first limiting parts are engaged in the mounting groove; the first main body is fixed to the transmission assembly along the axial direction of the transmission assembly through the first mating hole.

[0011] Optionally, the first limiting part includes an integrally formed first block and a second block; the first block and the second block are connected circumferentially along the first housing and engaged in the mounting groove; the mounting groove includes a first groove wall and a second groove wall; at least a portion of the first groove wall and at least a portion of the second groove wall form an acute angle with the axial direction of the transmission assembly and enclose to form the mounting groove; wherein, the first block and the second block have gaps with the first groove wall and / or the second groove wall; the sum of the gap between the first block and the first groove wall and the gap between the second block and the second groove wall is a first preset gap.

[0012] Optionally, the second limiting unit includes a second main body, a second limiting part, and a second mating hole; two second limiting parts are radially opposite to each other on the second main body along the first housing; the second mating hole is axially located on the second main body along the first housing; the second limiting part engages with the sliding groove; the second main body is fixed to the middle of the transmission assembly along the axial direction of the transmission assembly through the second mating hole; wherein, the sliding groove includes a third groove wall, a fourth groove wall, and a fifth groove wall; the two ends of the fourth groove wall are respectively connected to the third groove wall and the fifth groove wall and enclose to form the sliding groove; the third groove wall and the fifth groove wall are arranged in parallel; wherein, the two opposite side walls of the second limiting part along the circumferential direction have gaps with the third groove wall and / or the fifth groove wall; the sum of the gap between one side of the second limiting part and the third groove wall and the gap between the other side of the second limiting part along the circumferential direction and the fifth groove wall is a second preset gap.

[0013] Optionally, the second preset gap is smaller than the first preset gap.

[0014] Optionally, there is a first gap between the first block and the wall of the first tank; there is a second gap between the second block and the wall of the second tank; the first gap is smaller than the second gap.

[0015] Optionally, a third gap exists between one side of the second limiting portion and the third tank wall; the third gap is smaller than the first gap; the side of the second limiting portion with the third gap and the side of the first block with the gap with the first tank wall are located on the same side of the circumferential direction of the first housing; in the motion state, the transmission shaft assembly is driven to rotate along the first direction by a first driving force, one side of the second limiting portion abuts against the third tank wall, and the first block has a gap with the first tank wall; the transmission shaft assembly is driven to rotate along the first direction by a second driving force, one side of the second limiting portion abuts against the third tank wall, and the first block abuts against the first tank wall; at least part of the second limiting portion deforms; the second driving force is greater than the first driving force.

[0016] Optionally, the side of the second limiting part that has a gap with the fifth groove wall and the side of the second block that has a gap with the second groove wall are located on the same side of the first housing in the circumferential direction; in the motion state, the transmission shaft assembly is driven to rotate in the second direction by the first driving force or the second driving force, the other side of the second limiting part abuts against the fifth groove wall, and the second block has a gap with the second groove wall; the second direction is opposite to the first direction.

[0017] Optionally, the transmission assembly includes a transmission rod, a first mating part, and a second mating part; at least a portion of the transmission rod is located within the first housing; the first mating part is disposed circumferentially along the transmission rod at the middle of the transmission rod; the second mating part is disposed axially along the transmission rod at one end of the transmission rod and located at the middle of the first housing unit; the first main body is connected to the first mating part through a first mating hole along the axial direction of the transmission assembly; the second main body is fixed to the second mating part through a second mating hole along the axial direction of the transmission assembly.

[0018] Optionally, it also includes:

[0019] The connecting assembly includes a connecting body and a rotating unit; the rotating unit is rotatably connected to the connecting body and the end of the first housing unit away from the transmission assembly.

[0020] Optionally, the length of the sliding groove along the axial direction of the first housing is greater than the length of the mounting groove along the axial direction of the first housing; in motion, the drive shaft assembly bears a third axial driving force, the first limiting unit fails, the second limiting unit moves axially within the sliding groove, and the third driving force is greater than the first driving force and the second driving force.

[0021] Optionally, the thickness of the first block along the circumference of the first shell is greater than the thickness of the second block along the circumference of the first shell.

[0022] In a second aspect, the present invention provides a vehicle including a damping driveshaft assembly for graded torque transmission, as optionally provided in the first aspect.

[0023] To address the issue of vibration damping in a graded torque transmission drive shaft assembly while ensuring torque transmission stability, this invention offers the following advantages:

[0024] The buffer assembly is sleeved on the transmission assembly and located between the first housing and the transmission assembly. Its two ends respectively abut against or approach the first limiting unit and the second limiting unit. In motion, when the transmission assembly and / or the first housing unit are subjected to axial force or torque, the buffer assembly deforms, effectively absorbing axial and circumferential impacts and vibrations, thus achieving shock absorption. At the same time, the cooperation between the first limiting unit and the mounting groove, and the second limiting unit and the sliding groove, provides positioning, so that during the deformation process of the buffer assembly, the first limiting unit and the second limiting unit can maintain their connection with the transmission assembly, avoiding relative circumferential movement or torque transmission lag between the transmission assembly and the first housing unit. Thus, while ensuring the stability of torque transmission in the transmission shaft assembly, the shock absorption of the transmission shaft assembly with graded torque transmission is achieved. Attached Figure Description

[0025] Figure 1 A three-dimensional structural schematic diagram of a graded torque transmission damping drive shaft assembly is shown in one embodiment.

[0026] Figure 2 A three-dimensional structural schematic diagram of a housing assembly according to one embodiment is shown;

[0027] Figure 3 A front view schematic diagram of a damping drive shaft assembly with graded torque transmission according to one embodiment is shown.

[0028] Figure 4 A cross-sectional view of a front view of a damping driveshaft assembly with graded torque transmission according to an embodiment is shown.

[0029] Figure 5 A schematic diagram of the transmission component structure of a graded torque transmission damping drive shaft assembly according to one embodiment is shown.

[0030] Figure 6 A schematic diagram of the first limiting unit structure of a graded torque transmission damping drive shaft assembly according to an embodiment is shown;

[0031] Figure 7 A schematic diagram of the second limiting unit structure of a graded torque transmission damping drive shaft assembly is shown in one embodiment.

[0032] Figure label:

[0033] 10. Transmission assembly; 11. Transmission rod; 12. First mating part; 13. Second mating part; 20. Housing assembly; 21. First housing unit; 211. First housing; 212. Mounting groove; 2121. First groove wall; 2122. Second groove wall; 213. Sliding groove; 2131. Third groove wall; 2132. Fourth groove wall; 2133. Fifth groove wall; 22. Second housing unit; 221. Second housing; 222. Connecting hole; 30. Buffer assembly; 40. Limiting assembly; 41. First limiting unit; 411. First main body; 412. First limiting part; 4121. First block; 4122. Second block; 413. First mating hole; 42. Second limiting unit; 421. Second main body; 422. Second limiting part; 423. Second mating hole; 50. Connecting assembly; 51. Connecting main body; 52. Rotating unit. Detailed Implementation

[0034] The invention will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are described merely to enable those skilled in the art to better understand and thus implement the invention, and are not intended to imply any limitation on the scope of the invention.

[0035] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing the invention and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation, or to be constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship.

[0036] For those skilled in the art, the specific meanings of these terms in this invention can be understood according to the specific circumstances. Furthermore, the terms "installed," "set," "equipped with," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. For those skilled in the art, the specific meanings of the above terms in this invention can be understood according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0037] In existing driveshaft assemblies, a rigid connection is typically used between the shaft and the outer housing to ensure the stability of torque transmission. However, this structure is difficult to absorb energy from axial impacts or torsional vibrations, and long-term use can easily lead to wear, abnormal noise, and even fatigue fracture at the connection points. Related technologies usually add an elastic element between the shaft and the housing to achieve vibration damping through its deformation. However, the introduction of the elastic element changes the relative displacement characteristics between the shaft and the housing: if the installation gap is too small, the damping stroke is insufficient; if the gap is too large, hysteresis or impact can easily occur under high torque conditions, affecting the instantaneous stability of torque transmission. Therefore, how to achieve vibration damping in a graded torque transmission driveshaft assembly while ensuring the stability of torque transmission has become an urgent technical problem to be solved in this field.

[0038] Example 1

[0039] Please refer to Figure 1 , Figure 2 and Figure 4 This embodiment provides a damping drive shaft assembly with graded torque transmission, comprising:

[0040] Transmission assembly 10;

[0041] A first housing unit 21 is sleeved on at least a portion of the transmission assembly 10. The first housing unit 21 includes a first housing 211 and at least a pair of mounting grooves 212 and sliding grooves 213 disposed on the first housing 211, such that the first housing unit 21 simultaneously has axial positioning and axial sliding guiding functions. The mounting grooves 212 and sliding grooves 213 are arranged sequentially along the axial direction of the transmission assembly 10. The two mounting grooves 212 are arranged opposite to each other on the end face of the first housing 211 facing the transmission assembly 10 and extend axially. The two sliding grooves 213 are arranged opposite to each other in the middle of the first housing 211. The sliding grooves 213 penetrate the first housing 211 radially and extend axially.

[0042] A buffer assembly 30 is sleeved on at least a portion of the transmission assembly 10 and located between the first housing 211 and the transmission assembly 10; the buffer assembly 30 is, for example, a rubber material capable of elastic deformation, depending on the actual application.

[0043] The limiting component 40 includes a first limiting unit 41 and a second limiting unit 42; the first limiting unit 41 is mounted on the transmission component 10 and engaged in the mounting groove 212; the second limiting unit 42 is mounted on the transmission component 10 and engaged in the sliding groove 213; the two ends of the buffer component 30 respectively abut or approach the first limiting unit 41 and the second limiting unit 42; wherein, the transmission shaft assembly includes a moving state; in the moving state, based on the axial force or torque borne by the transmission component 10 and / or the first housing unit 21, the buffer component 30 deforms, thereby absorbing vibration.

[0044] Specifically, during torque transmission, the rotational transmission assembly 10 or connecting assembly 50 (see below) transmits torque through the engagement of the first limiting unit 41 with the mounting groove 212 and the second limiting unit 42 with the sliding groove 213. The buffer assembly 30 can absorb slight torque without affecting the continuity and timeliness of torque transmission. Since the mounting groove 212 and the sliding groove 213 are arranged sequentially along the axial direction, and the first limiting unit 41 and the second limiting unit 42 provide axial and radial positioning, the buffer assembly 30 will not cause relative circumferential slippage between the transmission assembly 10 and the first housing unit 21 during deformation. This ensures the continuity and stability of torque transmission while absorbing impact and vibration.

[0045] Understandably, a pair of mounting slots 212 consists of two mounting slots 212, and a pair of sliding slots 213 consists of two sliding slots 213. The first housing unit 21 can be provided with two pairs of mounting slots 212, that is, four mounting slots 212. The included angle between two adjacent mounting slots 212 is, for example, 90°, and the included angle between two relative mounting slots 212 is 180°. The first housing unit 21 can be provided with two pairs of sliding slots 213, that is, four sliding slots 213. The included angle between two adjacent sliding slots 213 is, for example, 90°, and the included angle between two relative sliding slots 213 is 180°, and so on, subject to actual application.

[0046] Further, please refer to Figure 6The first limiting unit 41 includes a first main body 411, at least one pair of first limiting parts 412, and a first mating hole 413. The two first limiting parts 412 are radially opposite to each other on the first main body 411. The first mating hole 413 is axially disposed on the first main body 411 along the first housing 211, thereby achieving axial fixed connection with the transmission assembly 10 and preventing the first limiting unit 41 from axially or radially moving relative to the transmission assembly 10. The first limiting part 412 engages with the mounting groove 212, so that the first housing unit 21 and the transmission assembly 10 transmit torque through the first limiting part 412. The first main body 411 is fixed to the transmission assembly 10 along the axial direction of the transmission assembly 10 through the first mating hole 413, ensuring the coaxiality of the first limiting unit 41 on the transmission assembly 10.

[0047] For details, please refer to Figure 5 and Figure 6 The transmission assembly 10 may include a transmission rod 11, a first mating part 12, and a second mating part 13. A first housing unit 21 is sleeved on at least a portion of the transmission rod 11. The first mating part 12 and the second mating part 13 are, for example, splines. The first mating part 12 is located in the middle of the transmission rod 11, and the second mating part 13 is located at the end of the transmission rod 11. The first mating hole 413 of the first main body 411 is connected to the transmission rod 11 through the first mating part 12, and the second mating hole 423 of the second main body 421 (see below) is connected to the transmission rod 11 through the second mating part 13. One end of the second mating part 13 extends into the first housing 211, so that the two sliding grooves 213 are located opposite each other in the middle of the first housing 211. In the following embodiments, the transmission rod 11, the first mating part 12, and the second mating part 13 are collectively referred to as the transmission assembly 10.

[0048] Specifically, the first mating hole 413 is typically axially fixed by an interference fit or key connection with the transmission assembly 10. For example, the first mating hole 413 can be an internal spline hole or a hole with a retaining ring groove. The first limiting part 412 extends radially outward from the first main body part 411, so that it can protrude and engage in the mounting groove 212 to transmit torque. The protruding side of the first limiting part 412 can be flush with the outer peripheral wall of the first housing 211.

[0049] Further, please refer to Figure 3 and Figure 5The first limiting part 412 includes an integrally formed first block 4121 and a second block 4122; the first block 4121 and the second block 4122 are connected circumferentially along the first housing 211 and engaged in the mounting groove 212; the mounting groove 212 includes a first groove wall 2121 and a second groove wall 2122; at least a portion of the first groove wall 2121 and at least a portion of the second groove wall 2122 form an acute angle with the axial direction of the transmission assembly 10 and enclose to form the mounting groove 212; wherein, the first block 4121 and the second block 4122 have gaps with the first groove wall 2121 and / or the second groove wall 2122; the sum of the gap between the first block 4121 and the first groove wall 2121 and the gap between the second block 4122 and the second groove wall 2122 is a first preset gap.

[0050] Specifically, at least a portion of the first groove wall 2121 and at least a portion of the second groove wall 2122 have a wider radial dimension on the side away from the second limiting unit 42, while the mounting groove 212 formed on the other side closer to the second limiting unit 42 has a narrower radial dimension, thus forming a mounting groove 212 with a trapezoidal or V-shaped cross-section. The first limiting portion 412 fits the shape of the mounting groove 212, so that when transmitting axial torque, the first limiting portion 412 generates a radial component force along the first groove wall 2121 or the second groove wall 2122, causing the first limiting portion 412 to fit tightly against the bottom or side surface of the mounting groove 212, thereby achieving automatic centering and eliminating gaps, and transmitting torque. The first preset gap defines the range of freewheeling angles of the drive shaft assembly when switching between the first and second directions, avoiding assembly difficulties and friction jamming caused by a lack of gaps. The specific gap range is subject to actual application and is not specifically limited in this invention.

[0051] For example, the angles between the first groove wall 2121 and the second groove wall 2122 and the axial direction can be different, for example, 30° on one side and 45° on the other side, forming an asymmetrical wedge shape to adapt to different torque requirements, subject to the actual application.

[0052] Further, please refer to Figure 4 , Figure 5 and Figure 7The second limiting unit 42 includes a second main body 421, a second limiting part 422, and a second mating hole 423; the two second limiting parts 422 are radially opposite to each other on the second main body 421 along the first housing 211; the second mating hole 423 is axially disposed on the second main body 421 along the first housing 211; the second limiting part 422 engages with the sliding groove 213; the second main body 421 is fixed to the middle of the transmission assembly 10 along the axial direction of the transmission assembly 10 through the second mating hole 423; wherein, the sliding groove 213 includes a third groove wall 2131 and a fourth groove wall 2132. The fourth groove wall 2132 is connected to the third groove wall 2131 and the fifth groove wall 2133 at both ends and forms a sliding groove 213. The third groove wall 2131 and the fifth groove wall 2133 are arranged in parallel. The two opposite side walls of the second limiting part 422 along the circumferential direction have gaps with the third groove wall 2131 and / or the fifth groove wall 2133. The sum of the gap between one side of the second limiting part 422 and the third groove wall 2131 and the gap between the other side of the second limiting part 422 along the circumferential direction and the fifth groove wall 2133 is the second preset gap.

[0053] Specifically, the third groove wall 2131 and the fifth groove wall 2133 are parallel, and the fourth groove wall 2132 is the bottom of the groove, restricting the radial displacement of the second limiting part 422. The second limiting part 422 engages with the sliding groove 213, and the shape of the second limiting part 422 matches the cross-sectional shape of the sliding groove 213. It can be rectangular or square, depending on the actual application.

[0054] Specifically, the second limiting unit 42 engages within the sliding groove 213, working together with the first limiting unit 41 to transmit torque. When a large axial impact force causes the first limiting unit 41 to break, the parallel third groove wall 2131 and fifth groove wall 2133 provide equally wide guide channels, allowing torque transmission still to be achieved based on the second limiting unit 42. Simultaneously, the transmission assembly 10 and the second limiting unit 42 can slide freely axially within the sliding groove 213 without jamming. The breakage of the first limiting unit 41 allows the transmission assembly 10 to extend into the first housing unit 21, preventing a large impact force from being transmitted to the operator of the transmission shaft assembly, thus improving overall operational safety and comfort. The second preset gap is the circumferential free travel between the second limiting unit 42 and the sliding groove 213, allowing the second limiting part 422 to swing or translate within the gap range when the transmission shaft assembly is subjected to torque, preventing rigid impact with the groove wall.

[0055] Furthermore, the second preset gap is smaller than the first preset gap, so that when the drive shaft assembly is subjected to circumferential torque, the circumferential free travel between the second limiting unit 42 and the sliding groove 213 is consumed before the circumferential free travel between the first limiting unit 41 and the mounting groove 212. Specifically, when the torque increases from zero, the second limiting part 422 moves one side of the second preset gap in the sliding groove 213 and abuts against the third groove wall 2131 or the fifth groove wall 2133. At this time, because the first preset gap is large, the first block 4121 or the second block 4122 of the first limiting unit 41 has not yet contacted the wall of the mounting groove 212. Therefore, the initial small torque is completely transmitted by the second limiting unit 42, while the buffer assembly 30 is compressed or stretched to provide flexible shock absorption. When the torque continues to increase to a certain extent (such as exceeding the first driving force), the first limiting unit 41 also begins to participate in the force transmission, and the overall torsional stiffness increases, thereby realizing the two-stage torque transmission characteristics from flexible to rigid, which ensures both the damping sensitivity under small torque and the transmission stability under large torque.

[0056] For example, the second preset gap can be set to zero, meaning the second limiting part 422 is always in contact with one side of the groove wall. In this case, there is no idle stroke under small torque, and the response is extremely fast. Alternatively, the first preset gap can be set to an integer multiple of the second preset gap, such as 3 times or 5 times, depending on the actual application.

[0057] Furthermore, there is a first gap between the first block 4121 and the first tank wall 2121; there is a second gap between the second block 4122 and the second tank wall 2122; the first gap is smaller than the second gap.

[0058] Specifically, the first block 4121 and the first groove wall 2121, and the second block 4122 and the second groove wall 2122 have asymmetrical clearances. This results in a smaller clearance between the first block 4121 and the first groove wall 2121 when the drive shaft assembly rotates in the first direction (e.g., to the right). Consequently, the first block 4121 will contact the groove wall before the second block 4122, thus achieving a faster response speed and a smaller idle angle under positive torque. Conversely, when rotating in the second direction (to the left), the second clearance between the second block 4122 and the second groove wall 2122 is larger, allowing for a greater idle travel. This can absorb the impact during reversing or adapt to the lower torque requirements of reversing conditions, depending on the actual application.

[0059] Understandably, the first direction is forward or to the right, which usually bears greater and more frequent torque, requiring fast response and small free travel; the second direction can be reverse or to the left, with lower torque and less frequent use, allowing for larger free travel to reduce manufacturing costs or provide cushioning, including but not limited to these, depending on the actual application.

[0060] Furthermore, a third gap exists between one side of the second limiting part 422 and the third groove wall 2131; the third gap is smaller than the first gap; the side of the second limiting part 422 with the third groove wall 2131 with the third gap and the side of the first block 4121 with the gap with the first groove wall 2121 are located on the same side of the first housing 211 in the circumferential direction; in the motion state, the transmission shaft assembly is driven to rotate in the first direction by the first driving force, one side of the second limiting part 422 abuts against the third groove wall 2131, and the first block 4121 has a gap with the first groove wall 2121; the transmission shaft assembly is driven to rotate in the first direction by the second driving force, one side of the second limiting part 422 abuts against the third groove wall 2131, and the first block 4121 abuts against the first groove wall 2121; at least part of the second limiting part 422 deforms; the second driving force is greater than the first driving force.

[0061] Specifically, under the first driving force, the second limiting part 422 contacts the wall of the sliding groove 213 to transmit a small torque, and the buffer assembly 30 plays a shock absorption role; when the torque increases to the second driving force, the first limiting unit 41 also participates in the contact, forming a rigid force transmission path, and the second limiting part 422 may undergo local deformation, which can absorb the impact of sudden torque change and prevent the transmission shaft assembly from generating instantaneous overload or abnormal noise.

[0062] Understandably, the third gap is the one-sided gap between the second limiting part 422 and the third groove wall 2131, and the first gap is the one-sided gap between the first block 4121 and the first groove wall 2121. Since the third gap is smaller than the first gap, when the drive shaft assembly rotates in the first direction, the second limiting part 422 first completes the movement of the third gap and abuts against the third groove wall 2131. At this time, the first block 4121 has not yet completed the movement of the first gap, so the first block 4121 is not in contact. When the torque increases to the point that the first block 4121 also abuts against the first groove wall 2121, the first limiting unit 41 provides a rigid stop, and the torsional stiffness increases sharply. In order to achieve a smooth transition, at least part of the second limiting part 422 is designed to be deformable, so that in the early stage of the second stage, the second limiting part 422 continues to absorb a portion of the torque increment through deformation, thereby reducing the impact caused by the sudden change in stiffness.

[0063] Furthermore, the side of the second limiting part 422 that has a gap with the fifth groove wall 2133 and the side of the second block 4122 that has a gap with the second groove wall 2122 are located on the same side of the first housing 211 in the circumferential direction; in the motion state, the transmission shaft assembly is driven to rotate in the second direction by the first driving force or the second driving force, the other side of the second limiting part 422 abuts against the fifth groove wall 2133, and the second block 4122 has a gap with the second groove wall 2122; the second direction is opposite to the first direction.

[0064] Understandably, since the gap between the second limiting part 422 and the fifth groove wall 2133 is in the same circumferential direction as the gap between the second block 4122 and the second groove wall 2122, when rotating in the second direction, the other side of the second limiting part 422 (the side opposite to the fifth groove wall 2133) will first contact the fifth groove wall 2133. At this time, the gap between the second block 4122 and the second groove wall 2122 still exists because the second block 4122 is located on the opposite side. Therefore, the first limiting unit 41 does not participate in the torque transmission in the second direction at all. All the torque in the second direction is borne by the elastic deformation of the second limiting unit 42 and the axial deformation of the buffer assembly 30, realizing the completely asymmetrical force transmission characteristics of the drive shaft assembly in the two rotational directions.

[0065] Furthermore, the thickness of the first block 4121 along the circumference of the first shell 211 is greater than the thickness of the second block 4122 along the circumference of the first shell 211. Understandably, the asymmetrical thickness of the first block 4121 and the second block 4122 results in the first block 4121 having higher bending strength when subjected to circumferential forces.

[0066] Furthermore, since the drive shaft assembly typically bears torque primarily in the first direction, where the first block 4121 contacts and transmits torque with the first groove wall 2121, thickening the first block 4121 can improve its resistance to compression and fatigue, extending its service life. The thicker first block 4121 and smaller first clearance ensure response speed and load-bearing stability; the thinner second block 4122 and larger second clearance work together to absorb directional impacts. The combination of these two elements, while ensuring the stability of torque transmission in the drive shaft assembly, achieves vibration reduction and lifespan management for different directions and load levels.

[0067] Further, the transmission assembly 10 includes a transmission rod 11, a first mating part 12, and a second mating part 13; at least a portion of the transmission rod 11 is located within the first housing 211; the first mating part 12 is disposed circumferentially along the transmission rod 11 at the middle of the transmission rod 11; the second mating part 13 is disposed axially along the transmission rod 11 at one end of the transmission rod 11 and located at the middle of the first housing unit 21; the first main body 411 is connected to the first mating part 12 through the first mating hole 413 along the axial direction of the transmission assembly 10; the second main body 421 is fixed to the second mating part 13 through the second mating hole 423 along the axial direction of the transmission assembly 10.

[0068] Specifically, the buffer assembly 30 is sleeved on the transmission rod 11 and located between the first limiting unit 41 and the second limiting unit 42, with its two ends respectively abutting against the first limiting unit 41 and the second limiting unit 42. Since the first limiting unit 41 is located in the middle and the second limiting unit 42 is located at the end, the compression stroke of the buffer assembly 30 can utilize the entire length of the transmission rod 11 from the middle to the end, thereby obtaining a larger shock absorption and buffering stroke.

[0069] Further, please refer to Figure 1 A graded torque transmission damping drive shaft assembly further includes: a connecting component 50, including a connecting body 51 and a rotating unit 52; the rotating unit 52 is rotatably connected to the connecting body 51 and the end of the first housing unit 21 away from the transmission component 10.

[0070] Specifically, the housing assembly 20 further includes a second housing unit 22 integrally formed with the first housing unit 21 along the axial direction of the transmission rod 11; the second housing unit 22 includes a second housing 221 and a connecting hole 222; the second housing 221 is located at the end of the first housing 211 away from the transmission rod 11; the connecting hole 222 is located at the end of the second housing 221 away from the first housing 211, and the number of connecting holes 222 is, for example, two, and they are disposed opposite to each other on the second housing 221, so that the rotating unit 52 can pass through the connecting hole 222 to achieve a rotatable connection with the second housing 221. The connecting assembly 50 is connected to the rotating unit 52, so that the connecting main body 51 can rotate relative to the transmission assembly 10 and the housing assembly 20 based on the rotating unit 52.

[0071] For example, the rotating unit 52 typically employs a rolling bearing or a universal joint. The connecting body 51 may be a flange for fixing to other components of the vehicle. When the transmission assembly 10 drives the first housing unit 21 to rotate, the first housing unit 21 rotates relative to the connecting body 51, while the connecting body 51 remains stationary or oscillates, depending on the actual application.

[0072] Furthermore, the length of the sliding groove 213 along the axial direction of the first housing 211 is greater than the length of the mounting groove 212 along the axial direction of the first housing 211; in motion, the drive shaft assembly bears a third axial driving force, the first limiting unit 41 fails, the second limiting unit 42 moves axially within the sliding groove 213, and the third driving force is greater than the first driving force and the second driving force.

[0073] Specifically, the length of the mounting groove 212 determines the effective axial travel range of the first limiting unit 41. In this embodiment, the axial position of the first limiting unit 41 remains unchanged within the mounting groove 212. When the drive shaft assembly is subjected to an abnormally large axial force (e.g., a vehicle collision or transmission system jamming), if the axial force exceeds the bearing limit of the first limiting unit 41, the first limiting unit 41 fails, for example, the first limiting part 412 is sheared or the fastener at the first mating hole 413 breaks. After failure, the transmission assembly 10 is no longer axially constrained by the first limiting unit 41, but the second limiting unit 42 still engages with the sliding groove 213 and can slide axially, while bearing torque. Because the sliding groove 213 is longer, the transmission assembly 10 can continue to move until the second limiting unit 42 impacts the end of the sliding groove 213, avoiding rigid jamming that could cause the transmission rod 11 to bend or the housing to break, improving the user experience and enhancing the safety of the graded torque transmission damping drive shaft assembly.

[0074] Example 2

[0075] This embodiment provides a vehicle including any of the graded torque transmission damping drive shaft assemblies in Embodiment 1.

[0076] For example, it can be installed between the engine and the drive axle (driveshaft) or at the wheel half-shaft location, or connected to the steering wheel and steering shaft respectively. When the vehicle is in motion, the damped driveshaft assembly with graded torque transmission withstands complex alternating loads, synergistically improving the vehicle's power transmission efficiency.

[0077] Those skilled in the art will understand that the above embodiments are specific examples of implementing the present invention, and in practical applications, various changes can be made in form and detail without departing from the scope of the present invention.

Claims

1. A damping drive shaft assembly for graded torque transmission, characterized in that, include: Transmission components; A first housing unit is sleeved on at least a portion of the transmission assembly; the first housing unit includes a first housing and at least a pair of mounting grooves and sliding grooves disposed on the first housing; the mounting grooves and sliding grooves are sequentially arranged along the axial direction of the transmission assembly; wherein, two of the mounting grooves are disposed opposite to each other on the end face of the first housing facing the transmission assembly and extend axially; two of the sliding grooves are disposed opposite to each other at the middle of the first housing; the sliding grooves penetrate the first housing radially and extend axially. A buffer assembly is sleeved on at least a portion of the transmission assembly and located between the first housing and the transmission assembly; A limiting assembly includes a first limiting unit and a second limiting unit; the first limiting unit is mounted on the transmission assembly and engaged in the mounting groove; the first limiting unit includes at least one pair of first limiting portions; the first limiting portion includes an integrally formed first block and a second block; the first block and the second block are connected circumferentially along the first housing and engaged in the mounting groove; the second limiting unit is mounted on the transmission assembly and engaged in the sliding groove; the second limiting unit includes a second limiting portion; the second limiting portion is engaged in the sliding groove; a first gap exists between the first block and the first groove wall of the sliding groove; both ends of the buffer assembly respectively abut or approach the first limiting unit and the second limiting unit; wherein, the transmission shaft assembly includes a moving... In the motion state, based on the axial force or torque borne by the transmission assembly and / or the first housing unit, the buffer assembly deforms; a third gap exists between one side of the second limiting portion and the third groove wall of the sliding groove; the third gap is smaller than the first gap; in the motion state, the transmission shaft assembly is driven to rotate along a first direction by a first driving force, one side of the second limiting portion abuts against the third groove wall, and the first block has a gap with the first groove wall of the sliding groove; the transmission shaft assembly is driven to rotate along the first direction by a second driving force, one side of the second limiting portion abuts against the third groove wall, and the first block abuts against the first groove wall; at least a portion of the second limiting portion deforms; the second driving force is greater than the first driving force.

2. The damping drive shaft assembly for graded torque transmission according to claim 1, characterized in that, The first limiting unit further includes a first mating hole in the first main body; two first limiting portions are disposed opposite each other on the first main body along the radial direction of the first housing; the first mating hole is disposed on the first main body along the axial direction of the first housing; wherein, the first limiting portion is engaged in the mounting groove; the first main body is fixed to the transmission assembly along the axial direction of the transmission assembly through the first mating hole.

3. The damping drive shaft assembly for graded torque transmission according to claim 2, characterized in that, The mounting groove includes a first groove wall and a second groove wall; at least a portion of the first groove wall and at least a portion of the second groove wall form an acute angle with the axial direction of the transmission assembly, and together they enclose the mounting groove; wherein the first block and the second block have gaps with the first groove wall and / or the second groove wall; the sum of the gap between the first block and the first groove wall and the gap between the second block and the second groove wall is a first preset gap.

4. The damping drive shaft assembly for graded torque transmission according to claim 3, characterized in that, The second limiting unit further includes a second main body and a second mating hole; two second limiting parts are radially opposite to each other on the second main body along the first housing; the second mating hole is axially located on the second main body along the first housing; the second main body is fixed to the middle of the transmission assembly along the axial direction of the transmission assembly through the second mating hole; wherein, the sliding groove includes a third groove wall, a fourth groove wall and a fifth groove wall; the two ends of the fourth groove wall are respectively connected to the third groove wall and the fifth groove wall and enclose to form the sliding groove; the third groove wall and the fifth groove wall are arranged in parallel; wherein, the two opposite side walls of the second limiting part along the circumferential direction have gaps with the third groove wall and / or the fifth groove wall; the sum of the gap between one side of the second limiting part and the third groove wall and the gap between the other side of the second limiting part along the circumferential direction and the fifth groove wall is a second preset gap.

5. The damping drive shaft assembly for graded torque transmission according to claim 4, characterized in that, The second preset gap is smaller than the first preset gap.

6. The damping drive shaft assembly for graded torque transmission according to claim 4, characterized in that, There is a second gap between the second block and the wall of the second tank; the first gap is smaller than the second gap.

7. The damping drive shaft assembly for graded torque transmission according to claim 6, characterized in that, The side of the second limiting part that has the third gap with the third groove wall is located on the same side of the first housing in the circumferential direction as the side of the first block that has the gap with the first groove wall.

8. The damping drive shaft assembly for graded torque transmission according to claim 7, characterized in that, The side of the second limiting part that has a gap with the fifth groove wall and the side of the second block that has a gap with the second groove wall are located on the same side of the first housing in the circumferential direction; in the motion state, the transmission shaft assembly is driven to rotate in the second direction by the first driving force or the second driving force, the other side of the second limiting part abuts against the fifth groove wall, and the second block has a gap with the second groove wall; the second direction is opposite to the first direction.

9. The damping drive shaft assembly for graded torque transmission according to claim 4, characterized in that, The transmission assembly includes a transmission rod, a first mating part, and a second mating part; at least a portion of the transmission rod is located within the first housing; the first mating part is disposed circumferentially at the middle of the transmission rod; the second mating part is disposed axially at one end of the transmission rod and located at the middle of the first housing unit; the first main body is connected to the first mating part along the axial direction of the transmission assembly through the first mating hole; the second main body is fixed to the second mating part along the axial direction of the transmission assembly through the second mating hole.

10. The damping drive shaft assembly for graded torque transmission according to claim 1, characterized in that, Also includes: The connecting assembly includes a connecting body and a rotating unit; The rotating unit is rotatably connected to the connecting main body and the end of the first shell unit away from the transmission assembly.

11. The damping drive shaft assembly for graded torque transmission according to claim 7, characterized in that, The length of the sliding groove along the axial direction of the first housing is greater than the length of the mounting groove along the axial direction of the first housing; in the motion state, the transmission shaft assembly bears a third axial driving force, the first limiting unit fails, the second limiting unit moves axially within the sliding groove, and the third driving force is greater than the first driving force and the second driving force.

12. The damping drive shaft assembly for graded torque transmission according to claim 3, characterized in that, The thickness of the first block along the circumference of the first shell is greater than the thickness of the second block along the circumference of the first shell.

13. A vehicle, characterized in that, Including the damping drive shaft assembly with graded torque transmission as described in any one of claims 1-12.

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