Transmission shaft and vehicle

Abstract

The utility model discloses a transmission shaft and a vehicle. The transmission shaft comprises a spline shaft; an outer spline of the spline shaft and an inner spline of the spline sleeve are in matched transmission to form a spline pair; the collapsing piece is arranged in the spline sleeve, and when the spline shaft and the spline sleeve move relatively to the position between the spline shaft and the spline sleeve and the collapsing piece is extruded between the spline shaft and the spline sleeve, the relative movement of the spline shaft and the spline sleeve is limited. A crumple structure is arranged in the transmission shaft, additional arrangement space is not needed, and the transmission shaft is suitable for off-road vehicles and vehicle types with the requirement for first-stage impact crumple of the transmission shaft.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, in particular to a transmission shaft and a vehicle. Background Art

[0002] With the development of automobile technology, people have higher and higher requirements for automobile safety. When a car collides head-on, due to inertia, the human body will continue to move forward and rush towards the steering wheel. The car seat belts and airbags will absorb part of the energy to play a certain protective role, and the other part of the energy will be transferred to the steering wheel and steering column. After the driver contacts the steering wheel and is squeezed and deformed to a certain extent, the steering column begins to collapse.

[0003] In the related technologies, most of them are designed with a crush energy absorption structure in the steering column. After the car collides, the driver contacts the steering wheel and is squeezed and deformed to a certain extent, and the steering column begins to crush, thereby limiting the collision resistance provided by the steering wheel to a certain peak value to ensure the safety of the driver. For the electric steering column structure, the motor layout and the crush energy absorption structure will take up a large space. Due to the limited cockpit space, it brings difficulties to the spatial layout of parts and the body cockpit shape. In addition, the existing steering column crush structure is relatively complex, with many crush control points, and it is impossible to optimize the size of the crush force through a simple design. Utility Model Content

[0004] The utility model aims to solve at least one of the technical problems existing in the prior art. To this end, the utility model proposes a transmission shaft, in which a crushing structure is made inside the transmission shaft as a primary impact crushing structure, which does not require additional layout space and is suitable for off-road vehicles and other vehicles that require a primary impact crushing structure for the transmission shaft.

[0005] The utility model further provides a vehicle.

[0006] According to the first aspect of the utility model, the transmission shaft includes: a spline shaft; a spline sleeve, wherein the outer spline of the spline shaft cooperates with the inner spline of the spline sleeve to form a spline pair; and a crushing member, which is arranged in the spline sleeve and limits the relative movement of the spline shaft and the spline sleeve when the spline shaft and the spline sleeve move relative to each other until the crushing member is squeezed between the spline shaft and the spline sleeve.

[0007] According to the transmission shaft of the embodiment of the utility model, by arranging a collapse piece in the spline sleeve, when the vehicle is hit, the spline shaft slides in the spline sleeve, and when the sliding collapse amount is exceeded, the spline shaft slides to the collapse piece of the spline sleeve, so that the collapse piece and the spline shaft are interference-fitted to increase the friction energy absorption, ensure the collapse force, and provide better protection for the driver. In addition, the collapse piece does not occupy space, has a simple structure, and will not affect the normal transmission between the spline shaft and the spline sleeve, and can be applied to off-road vehicles and other vehicles that require the primary impact collapse of the transmission shaft.

[0008] According to some embodiments of the utility model, the collapse member includes a conical ring, the large head end of the conical ring is arranged at one end of the conical ring facing the spline shaft, and a first conical surface is arranged on the inner wall of the spline sleeve, and the first conical surface is adapted to the conical ring.

[0009] According to some embodiments of the present invention, a second conical surface is provided at one end of the spline shaft facing the conical ring, and the second conical surface is adapted to the conical ring.

[0010] According to some embodiments of the utility model, a limiting structure is provided on the inner wall of the spline sleeve, and the limiting structure is provided at one end of the first conical surface facing the spline shaft, and the limiting structure is limitedly matched with the large head end of the conical ring.

[0011] According to some embodiments of the present invention, the crushing member includes a first position state and a second position state, and the crushing member is used to switch from the first position state to the second position state when the transmission shaft exceeds the crushing amount; wherein, the first position state is when the spline shaft and the spline sleeve move relative to each other until the crushing member is squeezed between the spline shaft and the spline sleeve, limiting the relative movement of the spline shaft and the spline sleeve; the second position state is when the spline shaft and the spline sleeve move relative to each other until the crushing member clearance fits between the spline shaft and the spline sleeve, releasing the mutual extrusion of the spline shaft and the crushing member.

[0012] According to some embodiments of the utility model, an accommodating groove is provided in the inner wall of the spline sleeve, and the accommodating groove is provided on the side of the crushing member away from the spline shaft and is spaced apart from the crushing member, for accommodating the crushing member and the spline shaft when they are in the second position state.

[0013] According to some embodiments of the utility model, the inner wall of the spline sleeve includes at least a first inner wall and a second inner wall connected in sequence, at least a portion of the first inner wall is provided with the internal spline, the second inner wall is provided with the collapse part and the accommodating groove, and the diameter of the accommodating groove is larger than the diameter of the second inner wall.

[0014] According to some embodiments of the present invention, the collapse member is extended along the axial direction of the spline shaft to form a sleeve structure, and the sleeve structure is annularly arranged on the inner wall of the spline sleeve.

[0015] According to some embodiments of the utility model, the spline sleeve includes a first sleeve and a second sleeve connected to each other, the first sleeve is provided with the internal spline for cooperating with the spline shaft for transmission, and the second sleeve is provided with the collapse part at one end connected to the first sleeve.

[0016] A vehicle according to an embodiment of the second aspect of the utility model includes: the transmission shaft described above.

[0017] Additional aspects and advantages of the present invention will be given in part in the following description, and in part will become apparent from the following description, or will be learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0019] Figure 1 is a schematic structural diagram of a transmission shaft according to an embodiment of the utility model;

[0020] Figure 2 is a cross-sectional schematic diagram of a transmission shaft according to an embodiment of the utility model;

[0021] Figure 3 yes Figure 2 A partial enlarged view of the middle A;

[0022] Figure 4 yes Figure 3 A partial enlarged view of point B in the middle;

[0023] Figure 5 It is a schematic structural diagram of a collapse member according to an embodiment of the utility model.

[0024] Reference numerals:

[0025] 100. Transmission shaft;

[0026] 1. Spline shaft; 11. External spline; 12. Second conical surface;

[0027] 2. spline sleeve; 21. internal spline; 22. first conical surface; 23. position limiting structure; 24. receiving groove; 25. first inner wall; 26. second inner wall; 27. first sleeve; 28. second sleeve;

[0028] 3. Collapse parts;

[0029] 4. First universal joint; 5. Second universal joint. DETAILED DESCRIPTION

[0030] The embodiments of the present utility model are described in detail below. The embodiments described with reference to the accompanying drawings are exemplary. The embodiments of the present utility model are described in detail below.

[0031] Reference below Figure 1-Figure 5 A transmission shaft according to an embodiment of the present invention is described.

[0032] In the prior art, a crumple energy absorption structure is mostly designed in the steering column. After the car collides, the driver contacts the steering wheel and is squeezed and deformed to a certain extent, and the steering column begins to collapse, thereby limiting the collision resistance provided by the steering wheel to a certain peak value to ensure the safety of the driver. For the electric steering column structure, the motor layout and the crumple energy absorption structure will take up a large space. Due to the limited cockpit space, it brings difficulties to the spatial layout of parts and the shape of the body cockpit. Moreover, the column collapse structure is relatively complex, and the size of the collapse force cannot be optimized through a simple design.

[0033] To this end, the utility model proposes a transmission shaft, in which a crush energy absorption structure is arranged.

[0034] like Figure 1-Figure 5 As shown, the transmission shaft 100 includes a spline shaft 1 , a spline sleeve 2 and a crushing member 3 .

[0035] The external splines 11 of the spline shaft 1 and the internal splines 21 of the spline sleeve 2 cooperate to form a spline pair.

[0036] Under normal stress, the transmission shaft 100 can transmit the hand force on the steering wheel to the steering gear through the steering column and the transmission shaft 100, and transmit the force and impact of the steering wheel back to the steering wheel, so that the driver can perceive the road conditions and take correct control of the car. When the car is hit, the spline shaft 1 and the spline sleeve 2 move relative to each other and can automatically shrink, thereby reducing damage to the people in the car.

[0037] The crushing member 3 is arranged in the spline sleeve 2. When the spline shaft 1 and the spline sleeve 2 move relative to each other until the crushing member 3 is squeezed between the spline shaft 1 and the spline sleeve 2, the spline shaft 1 and the spline sleeve 2 are restricted from moving relative to each other.

[0038] refer to Figure 2 and Figure 3 As shown, when the vehicle is hit, the spline shaft 1 slides in the spline sleeve 2. When the amount of collapse is exceeded, the spline shaft 1 slides to the collapse part 3 of the spline sleeve 2, so that the collapse part 3 and the spline shaft 1 are interfered with to increase the friction energy absorption, thereby ensuring the collapse force and providing better protection for the driver.

[0039] Compared with the existing problems of difficult space arrangement and complex structure of the crushing structure in the design of the crushing energy absorption structure in the steering column, the crushing member 3 of the utility model is only arranged in the spline sleeve 2, which has a simple structure, does not occupy space, and does not affect the transmission shaft 100 in the spline sleeve 2 when it is under normal force. The spline shaft 1 will only be interference-fitted with the crushing member 3 when the vehicle collides and exceeds the sliding crushing amount, thereby achieving the energy absorption effect and effectively improving the stability of the vehicle.

[0040] In addition, the drive shaft 100 of this embodiment can be preferentially used as a primary energy absorbing structure. When the vehicle is hit, it first absorbs energy and then transfers it to the steering column, and then performs secondary energy absorption through the collapsing energy absorbing structure of the steering column.

[0041] The collapse member 3 may be made of resin material, which has the advantage of good elasticity.

[0042] Therefore, by setting the crushing part 3 in the spline sleeve 2, when the vehicle is hit, the spline shaft 1 slides in the spline sleeve 2. When the sliding crushing amount is exceeded, the spline shaft 1 slides to the crushing part 3 of the spline sleeve 2, so that the crushing part 3 and the spline shaft 1 are interference-fitted to increase the friction energy absorption, ensure the crushing force, and provide better protection for the driver. In addition, the crushing part 3 does not occupy space, does not need to increase the layout space, and does not affect the normal transmission between the spline shaft 1 and the spline sleeve 2, and can be applied to off-road vehicles and other vehicles that require the transmission shaft 100 to be crushed by first-level impact.

[0043] Furthermore, the crushing member 3 comprises a conical ring, the large end of which is arranged at one end of the conical ring facing the spline shaft 1 , and a first conical surface 22 is arranged on the inner wall of the spline sleeve 2 , which is matched with the conical ring.

[0044] Please refer to Figure 3 and Figure 5 As shown, the collapse member 3 is a conical ring, and correspondingly, the inner wall of the spline sleeve 2 is provided with a first conical surface 22, so that the conical ring is adapted to the first conical surface 22, so that the conical ring can be fixed in the spline sleeve 2. In addition, the large end of the conical ring is arranged at the end facing the spline shaft 1, which is conducive to the spline shaft 1 sliding to this point, so that the spline shaft 1 passes into the conical ring and performs interference fit with the conical ring, thereby achieving the friction energy absorption effect.

[0045] Compared with setting a slot structure in the transmission shaft 100 to fix the crushing part 3, the conical ring of the utility model can fix the conical ring based on its own unique structure and adapt to the inner wall of the spline sleeve 2, while facilitating friction energy absorption between the conical ring and the spline shaft 1, thereby ensuring the crushing force of the transmission shaft 100.

[0046] Furthermore, a second tapered surface 12 is provided at one end of the spline shaft 1 facing the tapered ring, and the second tapered surface 12 is adapted to the tapered ring.

[0047] Please refer to Figure 3 As shown, the second conical surface 12 at one end of the spline shaft 1 is adapted to the conical ring, which is beneficial for the spline shaft 1 to pass into the conical ring, so that the second conical surface 12 of the spline shaft 1 is in contact with the inner wall surface of the conical ring over a larger area, including complete overlap between the second conical surface 12 and the conical ring, thereby increasing the friction area and improving the friction energy absorption effect, thereby enhancing the collapse performance of the transmission shaft 100.

[0048] Furthermore, a limiting structure 23 is provided on the inner wall of the spline sleeve 2. The limiting structure 23 is provided at one end of the first tapered surface 22 facing the spline shaft 1. The limiting structure 23 is limitedly matched with the large end of the tapered ring.

[0049] Please refer to Figure 3 and Figure 4 As shown, a limiting structure 23 is provided on the inner wall of one end of the first conical surface 22 facing the spline shaft 1. The limiting structure 23 cooperates with the large end of the conical ring to prevent the conical ring from sliding toward the spline shaft 1, further ensuring that the conical ring can be stably fixed on the first conical surface 22.

[0050] Exemplarily, the inner wall of the spline sleeve 2 is provided with a protrusion protruding toward the central axis to form a limiting structure 23, and the bottom of one end of the protrusion facing the central axis does not exceed the inner wall surface of the tapered ring to facilitate the spline shaft 1 to pass into the tapered ring.

[0051] The central axis is the central axis of the spline sleeve 2. The spline sleeve 2 rotates around the central axis, and the displacements of each point of the spline sleeve 2 are equal. In addition, the central axis of the spline sleeve 2, the central axis of the spline shaft 1 and the central axis of the tapered ring are arranged to coincide with each other, thereby ensuring the balance, transmission performance and collapse performance of the transmission shaft 100.

[0052] The protrusion may be an annular protrusion to cooperate with the conical ring in a limiting manner.

[0053] Furthermore, the crushing member 3 includes a first position state and a second position state, and the crushing member 3 is used to switch from the first position state to the second position state when the transmission shaft 100 exceeds the crush amount.

[0054] The first position state is when the spline shaft 1 and the spline sleeve 2 move relative to each other until the crushing member 3 is interference-fitted between the spline shaft 1 and the spline sleeve 2 to limit the relative movement between the spline shaft 1 and the spline sleeve 2 .

[0055] When the transmission shaft 100 exceeds the collapse amount, the spline shaft 1 slides in the spline sleeve 2 to the collapse piece 3, so that the collapse piece 3 is squeezed between the spline shaft 1 and the spline sleeve 2, and the collapse piece 3 rubs against the spline shaft 1 and the spline sleeve 2, thereby achieving an energy absorption effect.

[0056] Furthermore, the second position state is when the spline shaft 1 and the spline sleeve 2 move relative to each other until the crushing member 3 is loosely fitted between the spline shaft 1 and the spline sleeve 2 and the relative movement between the spline shaft 1 and the spline sleeve 2 is released.

[0057] When the spline shaft 1 and the crusher piece 3 are completely overlapped, the spline shaft 1 continues to collapse and slide due to the large collision force. When the crusher piece 3 and the spline shaft 1 slide in the spline sleeve 2 until the crusher piece 3 is loosely fitted between the spline shaft 1 and the spline sleeve 2, it is the second position state of the crusher piece 3. At this time, the spline shaft 1 and the crusher piece 3 no longer absorb energy by friction.

[0058] Therefore, when the transmission shaft 100 exceeds the collapse amount, the spline shaft 1 slides to the collapse member 3, so that the collapse member 3 is squeezed between the spline shaft 1 and the spline sleeve 2 to absorb friction energy. When the spline shaft 1 and the collapse member 3 are completely overlapped, the spline shaft 1 continues to collapse and slide, so that the collapse member 3 is loosely fitted between the spline shaft 1 and the spline sleeve 2. At this time, the spline shaft 1 and the collapse member 3 no longer absorb friction energy.

[0059] Furthermore, an accommodating groove 24 is provided in the inner wall of the spline sleeve 2. The accommodating groove 24 is provided on the side of the crushing member 3 away from the spline shaft 1 and is spaced apart from the crushing member 3 for accommodating the crushing member 3 and the spline shaft 1 in the second position state.

[0060] Please refer to Figure 2 and Figure 3 As shown, the spline sleeve 2 is provided with a receiving groove 24 on the side of the crushing member 3 facing away from the spline shaft 1. When the spline shaft 1 and the crushing member 3 are completely overlapped, the spline shaft 1 continues to collapse and slide, so that the crushing member 3 and the spline shaft 1 slide to the receiving groove 24, so that the crushing member 3 is loosely fitted between the spline shaft 1 and the spline sleeve 2, and no friction energy is absorbed.

[0061] Furthermore, the inner wall of the spline sleeve 2 includes at least a first inner wall 25 and a second inner wall 26 connected in sequence, at least a portion of the first inner wall 25 is provided with an internal spline 21, and the second inner wall 26 is provided with a collapse member 3 and a receiving groove 24, and the diameter of the receiving groove 24 is greater than the diameter of the second inner wall 26.

[0062] In this way, the inner spline 21 of the first inner wall 25 cooperates with the outer spline 11 of the spline shaft 1 for transmission. In the second inner wall 26, the diameter of the accommodating groove 24 is larger than the diameter of the second inner wall 26, so that when the transmission shaft 100 exceeds the collapse amount, the collapse member 3 can be switched from the first position state to the second position state. That is, the collapse member 3 and the spline shaft 1 are clearance-matched in the accommodating groove 24, and no friction energy absorption is performed.

[0063] Furthermore, the collapse member 3 is extended along the axial direction of the spline shaft 1 to form a sleeve structure, and the sleeve structure is arranged on the inner wall of the spline sleeve 2 .

[0064] In this way, the crushing member 3 forms a sleeve structure, which increases the friction area between the crushing member 3 and the spline shaft 1, and can better improve the energy absorption effect, thereby improving the crushing performance of the transmission shaft 100. The size of the crushing force can be optimized by adjusting the axial size of the crushing member 3.

[0065] Furthermore, the spline sleeve 2 includes a first sleeve 27 and a second sleeve 28 connected to each other. The first sleeve 27 is provided with an internal spline 21 that cooperates with the spline shaft 1 for transmission. The second sleeve 28 is provided with a collapse member 3 at one end connected to the first sleeve 27 .

[0066] In this way, the first sleeve 27 is provided with an internal spline 21 for transmission cooperation with the external spline 11 of the spline shaft 1. The second sleeve 28 is provided with a crushing piece 3 at one end connected to the first sleeve 27. When the transmission shaft 100 is subjected to normal force, the external spline 11 of the spline shaft 1 is transmission-coordinated with the internal spline 21 in the first sleeve 27, so that the hand force on the steering wheel can be transmitted to the steering gear through the steering column and the transmission shaft 100, and the force and impact received by the steering wheel can be transmitted back to the steering wheel. When the transmission shaft 100 is subjected to a collision force that exceeds the amount of collapse, the spline shaft 1 will slide to the crushing piece 3 of the second sleeve 28, and the crushing piece 3 will be interference-fitted with the spline shaft 1, so as to absorb the collision energy and improve the stability of the vehicle.

[0067] The vehicle according to the second embodiment of the utility model includes: a transmission shaft 100 .

[0068] Furthermore, the transmission shaft 100 includes a first universal joint 4 and a second universal joint 5. Thus, the upper end of the transmission shaft 100 is connected to the lower end of the steering column through the second universal joint 5, the upper end of the steering column is connected to the upper shaft, and the upper shaft is connected to the combination switch and the steering wheel. The lower end of the transmission shaft 100 is connected to the steering gear through the first universal joint 4. When the steering wheel is operated, the steering column and the transmission shaft 100 can generate the operating force required to rotate the steering gear, thereby realizing the vehicle steering function.

[0069] Therefore, by setting the crushing piece 3 in the spline sleeve 2, when the vehicle is hit, the spline shaft 1 slides in the spline sleeve 2. When the sliding crushing amount is exceeded, the spline shaft 1 slides to the crushing piece 3 of the spline sleeve 2, so that the crushing piece 3 and the spline shaft 1 are interference fit to increase the friction energy absorption, ensure the crushing force, and provide better protection for the driver. In addition, when the spline shaft 1 and the crushing piece 3 are completely overlapped, the spline shaft 1 continues to collapse and slide, so that the crushing piece 3 and the spline shaft 1 slide to the receiving groove 24. At this time, the crushing piece 3 is clearance-fitted between the spline shaft 1 and the spline sleeve 2, and no friction energy is absorbed. The crushing piece 3 of the utility model does not need to increase the layout space, will not affect the normal transmission between the spline shaft 1 and the spline sleeve 2, and can be applied to off-road vehicles and other vehicles that require the transmission shaft 100 to be crushed by the first-level impact.

[0070] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0071] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the utility model. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example.

[0072] Although the embodiments of the present invention have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the claims and their equivalents.

Claims

1. A transmission shaft, characterized in that: include: Splined shaft; A spline sleeve, wherein the outer splines of the spline shaft and the inner splines of the spline sleeve cooperate to form a spline pair; A crushing piece is arranged in the spline sleeve, and when the spline shaft and the spline sleeve move relative to each other until the crushing piece is squeezed between the spline shaft and the spline sleeve, the spline shaft and the spline sleeve are restricted from moving relative to each other.

2. The transmission shaft according to claim 1, characterized in that: The collapse member comprises a conical ring, the large head end of the conical ring is arranged at one end of the conical ring facing the spline shaft, and a first conical surface is arranged in the inner wall of the spline sleeve, and the first conical surface is adapted to the conical ring.

3. The transmission shaft according to claim 2, characterized in that: A second conical surface is arranged at one end of the spline shaft facing the conical ring, and the second conical surface is matched with the conical ring.

4. The transmission shaft according to claim 2, characterized in that: A limiting structure is arranged in the inner wall of the spline sleeve, and the limiting structure is arranged at one end of the first tapered surface facing the spline shaft, and the limiting structure is limitedly matched with the large head end of the tapered ring.

5. The transmission shaft according to claim 1, characterized in that: The collapse member includes a first position state and a second position state, and the collapse member is used to switch from the first position state to the second position state when the transmission shaft exceeds the collapse amount; wherein, The first position state is that the spline shaft and the spline sleeve move relative to each other until the collapse member is interference-fitted between the spline shaft and the spline sleeve to limit the relative movement between the spline shaft and the spline sleeve; The second position state is when the spline shaft and the spline sleeve move relative to each other until the collapse member is loosely fitted between the spline shaft and the spline sleeve and the relative movement between the spline shaft and the spline sleeve is released.

6. The transmission shaft according to claim 5, characterized in that: An accommodating groove is arranged in the inner wall of the spline sleeve. The accommodating groove is arranged on the side of the crushing member away from the spline shaft and is spaced apart from the crushing member, and is used to accommodate the crushing member and the spline shaft in the second position state.

7. The transmission shaft according to claim 6, characterized in that: The inner wall of the spline sleeve at least includes a first inner wall and a second inner wall connected in sequence, the first inner wall is provided with the inner spline, the second inner wall is provided with the collapse member and the accommodating groove, and the diameter of the accommodating groove is greater than the diameter of the second inner wall.

8. The transmission shaft according to claim 1, characterized in that: The collapse member is extended along the axial direction of the spline shaft to form a sleeve structure, and the sleeve structure is annularly arranged on the inner wall of the spline sleeve.

9. The transmission shaft according to claim 1, characterized in that: The spline sleeve comprises a first sleeve and a second sleeve connected to each other, the first sleeve is provided with the internal spline, and the second sleeve is provided with the collapse member at one end connected to the first sleeve.

10. A vehicle, characterized in that: include: The transmission shaft according to any one of claims 1 to 9.

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