Driving shaft assembly of vehicle and vehicle

Abstract

The utility model discloses a driving shaft assembly of a vehicle and the vehicle, the driving shaft assembly of the vehicle comprises: an outer ball cage, the outer ball cage comprises a ball cage main body and a shaft handle, the shaft handle is arranged at one end of the ball cage main body; the shaft handle extends into a bearing hole of the hub bearing, and the hub bearing abuts against the end face, adjacent to the ball cage body, of the hub bearing. The ends, away from the ball cage body, of the nut and the shaft handle at least partially stretch out of the hub bearing and are provided with threaded parts, the nut is in threaded fit with the threaded parts so as to lock the outer ball cage and the hub bearing, and the end, away from the hub bearing, of the nut is provided with an anti-loosening piece which is fixedly connected with the shaft handle. Therefore, the anti-loosening piece is arranged at one end, far away from the hub bearing, of the nut, and after the nut is in threaded fit with the shaft handle, the anti-loosening piece is fixedly connected with the shaft handle, so that the nut and the shaft handle can be fixedly connected, the nut can be prevented from rotating and loosening, and the axial pre-tightening force between the hub bearing and the outer ball cage is ensured; and the reliability of the driving shaft assembly is further improved.

Description

Technical Field

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

[0002] When the sliding spline structure connecting the traditional drive shaft outer ball cage and the wheel hub bearing is subjected to a large impact torque, the friction between the end face of the drive shaft outer ball cage and the end face of the wheel hub bearing will change from static friction to dynamic friction, thereby causing abnormal starting noise. The current main solution is to apply a friction reducer on the end face of the outer ball cage or add a friction reducing gasket. However, after the vehicle has traveled a certain mileage, the friction reducing effect of the friction reducer and the friction reducing gasket will gradually decay or disappear due to the wear of the friction reducer and the friction reducing gasket. Therefore, the existing measures for abnormal starting noise cannot fundamentally solve the problem of abnormal starting noise caused by the drive shaft.

[0003] In the related art, the problem of abnormal noise at start is effectively solved by connecting the end face spline of the outer ball cage of the transmission shaft and the end face spline of the hub bearing, and the axial preload is applied by the locking bolt structure to ensure that the spline is always in the bite state during operation to ensure the transmission of the transmission torque. However, the locking bolt has to withstand a large axial force and tightening torque, and the locking bolt is prone to loosening during operation, resulting in abnormal noise at start, and even affecting the normal operation of the outer ball cage of the transmission shaft and the hub bearing. 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, one purpose of the utility model is to provide a drive shaft assembly of a vehicle, which has higher reliability.

[0005] The utility model further provides a vehicle.

[0006] According to the embodiment of the utility model, the driving shaft assembly of the vehicle includes: an outer ball cage, the outer ball cage includes a ball cage body and a shaft handle, the shaft handle is arranged at one end of the ball cage body; a wheel hub bearing, the shaft handle extends into the bearing hole of the wheel hub bearing, and the wheel hub bearing and the end faces of the ball cage body adjacent to each other abut against each other; a nut, one end of the shaft handle away from the ball cage body at least partially extends from the wheel hub bearing and is provided with a threaded portion, the nut is threadedly matched with the threaded portion to lock the outer ball cage and the wheel hub bearing, and the end of the nut away from the wheel hub bearing is provided with an anti-loosening member, and the anti-loosening member is connected and fixed to the shaft handle.

[0007] Therefore, by arranging an anti-loosening part at the end of the nut away from the wheel hub bearing, after the nut and the shaft handle are threadedly matched, the anti-loosening part is connected and fixed to the shaft handle, so that the connection and fixation of the nut and the shaft handle can be achieved, thereby preventing the nut from rotating loose, ensuring the axial preload between the wheel hub bearing and the outer ball cage, and thereby improving the reliability of the drive shaft assembly.

[0008] In some examples of the present invention, the anti-loosening component is an anti-loosening rivet plate, the shaft handle is provided with a rivet groove, the anti-loosening rivet plate is bent relative to the nut, and the anti-loosening rivet plate is riveted and fixed to the rivet groove.

[0009] In some examples of the present invention, the anti-loosening member and the nut are structural members integrally manufactured.

[0010] In some examples of the present invention, a first spline portion is provided at one end of the wheel hub bearing adjacent to the ball cage body, and a second spline portion is provided at one end of the ball cage body adjacent to the wheel hub bearing, and the first spline portion and the second spline portion are transmission-matched.

[0011] In some examples of the present invention, the drive shaft assembly of the vehicle further includes an elastic member, which is sleeved on the outer side of the shaft stem, and the elastic member is elastically abutted against the shaft stem and the wheel hub bearing in the axial direction of the shaft stem.

[0012] In some examples of the utility model, at least part of the circumferential side wall of the shaft handle is protruded outward to form a first step portion, and at least part of the circumferential inner wall of the hub bearing corresponding to the bearing hole is protruded inward to form a second step portion, the first step portion and the second step portion are arranged opposite to each other, and the axial ends of the elastic member are elastically abutted against the first step portion and the second step portion respectively.

[0013] In some examples of the present invention, the second step portion is located on a side of the first step portion axially away from the ball cage body, the elastic member is a coil spring, and the diameter of the coil spring gradually increases in a direction from the first step portion to the second step portion.

[0014] In some examples of the present invention, the drive shaft assembly of the vehicle further includes an elastic ring, which is sleeved on the outer side of the shaft handle, and the elastic ring corresponds to an end of the elastic member away from the first step portion.

[0015] In some examples of the present invention, the first step portion is in contact with and abuts against the bearing hole, and the second step portion is in contact with and abuts against the shaft handle.

[0016] A vehicle according to an embodiment of the utility model includes: the above-mentioned vehicle drive shaft assembly.

[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 cross-sectional view of a drive shaft assembly of a vehicle according to an embodiment of the utility model;

[0020] Figure 2 It is a schematic diagram of an outer ball cage according to an embodiment of the utility model;

[0021] Figure 3 It is a cross-sectional view from another perspective of the outer ball cage according to an embodiment of the utility model.

[0022] Reference numerals:

[0023] 100. Drive shaft assembly;

[0024] 10. outer cage; 11. cage body; 111. second spline portion; 12. shaft handle; 121. threaded portion; 122. riveting groove; 123. first step portion;

[0025] 20. wheel hub bearing; 21. first spline portion; 22. second step portion; 23. bearing hole;

[0026] 30. Nut; 31. Anti-loosening part;

[0027] 40. Elastic member; 50. Elastic ring. DETAILED DESCRIPTION

[0028] 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.

[0029] Reference below Figure 1-Figure 3 A vehicle drive shaft assembly 100 according to an embodiment of the present invention is described, and the vehicle drive shaft assembly 100 can be applied to a vehicle.

[0030] Combination Figure 1-Figure 3As shown, the drive shaft assembly 100 of the vehicle according to the utility model can mainly include: an outer ball cage 10, a wheel hub bearing 20 and a nut 30. Among them, the outer ball cage 10 can mainly include a ball cage body 11 and a shaft handle 12, the shaft handle 12 is arranged at one end of the ball cage body 11, the shaft handle 12 extends into the bearing hole 23 of the wheel hub bearing 20, the wheel hub bearing 20 and the ball cage body 11 are abutted against each other at the adjacent end faces, the shaft handle 12 at one end away from the ball cage body 11 at least partially extends from the wheel hub bearing 20 and is provided with a threaded portion 121, the nut 30 is threadedly matched with the threaded portion 121 to lock the outer ball cage 10 and the wheel hub bearing 20, and the nut 30 at one end away from the wheel hub bearing 20 is provided with a locking member 31, and the locking member 31 is connected and fixed to the shaft handle 12.

[0031] Specifically, in order to ensure the normal operation of the vehicle's drive shaft assembly 100 and the transmission of the driving torque, it is necessary to make the outer ball cage 10 and the wheel hub bearing 20 transmission match. During assembly, the shaft handle 12 can be first inserted into the bearing hole 23 of the wheel hub bearing 20, so that the end faces of the wheel hub bearing 20 and the ball cage body 11 that are adjacent to each other abut against each other, and the end of the shaft handle 12 away from the ball cage body 11 at least partially extends out of the wheel hub bearing 20, and then the nut 30 is threadedly matched with the threaded portion 121 on the shaft handle 12, so that the nut 30 can provide an axial preload between the wheel hub bearing 20 and the outer ball cage 10, and can lock the outer ball cage 10 and the wheel hub bearing 20, so as to ensure the transmission match between the outer ball cage 10 and the wheel hub bearing 20, and ensure the normal operation of the vehicle's drive shaft assembly 100.

[0032] Optionally, thread processing can be started on the machined surface 5 mm away from the end of the shaft handle 12, and a certain length of threaded portion 121 can be processed to ensure that the threaded portion 121 can be fully exposed after the hub bearing 20 is assembled, ensuring that the nut 30 is riveted to prevent loosening. Among them, the selection of thread tooth type is selected according to the actual loading torque, and is not specifically limited here. In addition, the length of the shaft handle 12 can be set to be greater than the hole length of the hub bearing 20, so as to ensure that after the shaft handle 12 is inserted into the hub bearing 20, the threaded portion 121 can extend from the hub bearing 20 and be threadedly connected with the nut 30.

[0033] Furthermore, considering that the nut 30 may rotate and loosen during long-term operation, an anti-loosening member 31 is provided at the end of the nut 30 away from the wheel hub bearing 20. After the nut 30 is threadedly engaged with the threaded portion 121 on the shaft handle 12, the anti-loosening member 31 can be connected and fixed to the shaft handle 12. Since the anti-loosening member 31 is connected to the nut 30, after the anti-loosening member 31 is connected and fixed to the shaft handle 12, the connection and fixation between the nut 30 and the shaft handle 12 can be achieved, thereby preventing the nut 30 from rotating and loosening, ensuring the axial preload between the wheel hub bearing 20 and the outer ball cage 10, and thus transmitting the transmission torque more smoothly and reliably, thereby improving the reliability of the vehicle's drive shaft assembly 100.

[0034] Therefore, by setting an anti-loosening member 31 at the end of the nut 30 away from the wheel hub bearing 20, after the nut 30 is threadedly matched with the shaft handle 12, the anti-loosening member 31 is connected and fixed to the shaft handle 12, so that the connection and fixation of the nut 30 and the shaft handle 12 can be achieved, thereby preventing the nut 30 from rotating loose, ensuring the axial preload between the wheel hub bearing 20 and the outer ball cage 10, and then improving the reliability of the drive shaft assembly 100.

[0035] Combination Figure 1 and Figure 3 As shown, the anti-loosening member 31 is an anti-loosening rivet plate, the shaft handle 12 is provided with a rivet groove 122, the anti-loosening rivet plate is bent relative to the nut 30, and the anti-loosening rivet plate is riveted and fixed to the rivet groove 122.

[0036] Specifically, the anti-loosening member 31 can be set as an anti-loosening rivet sheet, and a rivet groove 122 can be set on the shaft handle 12. In this way, during assembly, the end of the shaft handle 12 away from the ball cage body 11 can be at least partially extended from the wheel hub bearing 20, so that the nut 30 is threadedly connected to the shaft handle 12. At this time, the anti-loosening rivet sheet is located on the side of the nut 30 away from the wheel hub bearing 20, and the anti-loosening rivet sheet and the rivet groove 122 at least partially correspond to each other. In this way, the anti-loosening rivet sheet can be knocked with a tool to make at least part of the anti-loosening rivet sheet fall into the rivet groove 122, thereby realizing the riveting fixation between the anti-loosening rivet sheet and the rivet groove 122. Therefore, on the premise of preventing the nut 30 from rotating and loosening, the structure of the anti-loosening member 31 and the shaft handle 12 can be simpler, and the connection and fixation between the anti-loosening member 31 and the shaft handle 12 can be simpler and more reliable.

[0037] Among them, the anti-loosening rivet plate can be in the shape of a circular ring, and a rivet groove 122 is set on a part of the circumference of the end of the shaft handle 12. This can ensure that no matter what assembly position the nut 30 is in relative to the shaft handle 12, there is at least a part of the anti-loosening rivet plate corresponding to the rivet groove 122, thereby ensuring the riveting fixation of the anti-loosening rivet plate and the rivet groove 122 to prevent the nut 30 from rotating and loosening.

[0038] Furthermore, the anti-loosening rivet sheet can be made of a material with relatively good toughness, so that the anti-loosening rivet sheet will not crack after riveting, thereby improving the riveting reliability between the anti-loosening member 31 and the shaft handle 12. Furthermore, the depth and width of the rivet groove 122 can be selected according to the actual application scenario to ensure the riveting strength of the anti-loosening rivet sheet and the rivet groove 122 during assembly, which is not specifically limited here.

[0039] Furthermore, combined with Figure 1As shown, the anti-loosening member 31 and the nut 30 are integrally formed structural members. Specifically, by setting the anti-loosening member 31 and the nut 30 as an integrally formed structural member, not only can the production process of the anti-loosening member 31 and the nut 30 be simplified, without the need to connect the anti-loosening member 31 with the nut 30 separately, thereby improving the production efficiency of the vehicle drive shaft assembly 100, but also the connection strength between the anti-loosening member 31 and the nut 30 can be improved, thereby ensuring the anti-loosening effect of the anti-loosening member 31 on the nut 30, thereby improving the reliability of the vehicle drive shaft assembly 100.

[0040] Combination Figure 1-Figure 3 As shown, the wheel hub bearing 20 is provided with a first spline portion 21 at one end adjacent to the cage body 11 , and the cage body 11 is provided with a second spline portion 111 at one end adjacent to the wheel hub bearing 20 , and the first spline portion 21 and the second spline portion 111 are in driving cooperation.

[0041] Specifically, by setting the first spline portion 21 at one end of the wheel hub bearing 20 adjacent to the ball cage body 11, and setting the second spline portion 111 at one end of the ball cage body 11 adjacent to the wheel hub bearing 20, when assembling the vehicle's drive shaft assembly 100, the first spline portion 21 and the second spline portion 111 can be press-fitted together by interference fit, so that the first spline portion 21 and the second spline portion 111 are staggered and meshed, and the nut 30 is threadedly connected to the shaft handle 12, so that the anti-loosening member 31 is connected and fixed to the shaft handle 12, and the axial preload force is increased between the first spline portion 21 and the second spline portion 111, so as to ensure that the first spline portion 21 and the second spline portion 111 are always in a bite state during work, which can not only avoid the problem of abnormal noise when starting, but also ensure the transmission of the transmission torque, thereby improving the working performance of the vehicle's drive shaft assembly 100.

[0042] Combination Figure 1 As shown, the vehicle drive shaft assembly 100 may further include an elastic member 40 , which is sleeved on the outer side of the shaft stem 12 , and the elastic member 40 elastically abuts against the shaft stem 12 and the wheel hub bearing 20 in the axial direction of the shaft stem 12 .

[0043] Specifically, considering that the first spline portion 21 and the second spline portion 111 need to be staggered and meshed, and that the tooth tops of the first spline portion 21 and the tooth tops of the second spline portion 111 are easily assembled incorrectly during assembly, by sleeve-arranging the elastic member 40 on the outer side of the shaft handle 12, and making the elastic member 40 elastically abut against the shaft handle 12 and the wheel hub bearing 20 in the axial direction of the shaft handle 12, during assembly, a small torque can be first added between the wheel hub bearing 20 and the outer ball cage 10 through the nut 30, and the torque can be transmitted to the elastic member 40. The elastic member 40 is moved and axially compressed, and the elastic member 40 stores elastic potential energy. Then the wheel hub bearing 20 is slightly shaken, and the elastic member 40 can release the elastic potential energy, and an axial force is applied between the wheel hub bearing 20 and the outer ball cage 10. The tooth top of the second spline portion 111 can automatically fall into the tooth groove of the first spline portion 21, thereby ensuring non-tooth-to-tooth assembly and ensuring the staggered meshing between the first spline portion 21 and the second spline portion 111, thereby more reliably preventing abnormal noise when starting and more reliably ensuring the transmission of the transmission torque.

[0044] Furthermore, combined with Figure 1 As shown, at least part of the circumferential side wall of the shaft handle 12 is protruded outward to form a first step portion 123, and at least part of the circumferential inner wall of the corresponding bearing hole 23 of the hub bearing 20 is protruded inward to form a second step portion 22. The first step portion 123 and the second step portion 22 are arranged opposite to each other, and the axial ends of the elastic member 40 are elastically abutted against the first step portion 123 and the second step portion 22 respectively. In this way, the elastic member 40 can be stably assembled between the hub bearing 20 and the outer cage 10, and the force or torque can be transmitted through the first step portion 123, the elastic member 40 and the second step portion 22, so as to ensure the normal operation of the elastic member 40 and the staggered meshing between the first spline portion 21 and the second spline portion 111.

[0045] Combination Figure 1 As shown, the second step portion 22 is located on a side of the first step portion 123 axially away from the cage body 11 , and the elastic member 40 is a coil spring. In the direction from the first step portion 123 to the second step portion 22 , the diameter of the coil spring gradually increases.

[0046] Specifically, the second step portion 22 can be located on the side of the first step portion 123 axially away from the ball cage body 11. In this way, during assembly, the shaft handle 12 can be extended into the bearing hole 23, and the end of the elastic member 40 away from the first step portion 123 gradually approaches the second step portion 22 and finally abuts against the second step portion 22, thereby ensuring the normal operation of the elastic member 40 and the staggered engagement of the first spline portion 21 and the second spline portion 111.

[0047] Furthermore, the elastic member 40 can be set as a coil spring, and the diameter of the coil spring is set to gradually increase in the direction from the first step portion 123 to the second step portion 22, that is, the coil spring is conical. This not only improves the ability of the elastic member 40 to withstand compression loads, provides a stable elastic force for the wheel hub bearing 20 and the outer ball cage 10 during assembly, and more reliably ensures the staggered engagement of the first spline portion 21 and the second spline portion 111, but also allows the elastic member 40 to maintain a relatively constant stress level, thereby improving the service life and fatigue resistance of the elastic member 40.

[0048] In a specific embodiment of the present invention, a coil spring is defined to have a first end and a second end, the inner diameter of the first end is smaller than the inner diameter of the second end, the inner diameter of the first end can be set to be larger than the diameter of the shaft handle 12 by 0.2 mm, and the inner diameter of the second end can be set to be smaller than the inner diameter of the bearing hole 23 by 0.4 mm.

[0049] Combination Figure 2 and Figure 3 As shown, the vehicle drive shaft assembly 100 may further include: an elastic ring 50 , which is sleeved on the outer side of the shaft handle 12 , and the elastic ring 50 corresponds to an end of the elastic member 40 away from the first step portion 123 .

[0050] Specifically, considering that the elastic member 40 is sleeved on the shaft handle 12, one end of the elastic member 40 corresponds to the first step portion 123, and the other end of the elastic member 40 is located on the outside of the shaft handle 12, the elastic member 40 is easy to slide off from the outside of the shaft handle 12. By setting an elastic ring 50, the inner diameter of the elastic ring 50 is slightly smaller than the outer diameter of the shaft handle 12, and the outer diameter of the elastic ring 50 is larger than the inner diameter of the end of the elastic member 40 away from the first step portion 123. In this way, the elastic ring 50 can be sleeved on the outside of the shaft handle 12 so that the elastic ring 50 corresponds to the end of the elastic member 40 away from the first step portion 123. The elastic ring 50 can cooperate with the first step portion 123 to limit the elastic member 40 between the elastic ring 50 and the first step portion 123, thereby preventing the elastic member 40 from falling off during transportation and assembly, thereby improving the reliability of the vehicle drive shaft assembly 100.

[0051] In a specific embodiment of the present invention, the coil spring wire diameter is in the range of 3.3 mm-3.5 mm, and the height is 7 mm.

[0052] Combination Figure 1 As shown, the first step portion 123 is in contact with and abuts against the bearing hole 23 , and the second step portion 22 is in contact with and abuts against the shaft handle 12 .

[0053] On the one hand, an accommodating space can be formed among the first step portion 123, the bearing hole 23, the second step portion 22 and the shaft handle 12, and the elastic member 40 is arranged in the accommodating space, so as to ensure that the first step portion 123 and the second step portion 22 can respectively limit the two ends of the elastic member 40, and avoid the end of the elastic member 40 from moving to the gap between the first step portion 123 and the bearing hole 23, and avoid the end of the elastic member 40 from moving to the gap between the second step portion 22 and the shaft handle 12, thereby ensuring the normal operation of the elastic member 40 and the staggered engagement of the first spline portion 21 and the second spline portion 111.

[0054] On the other hand, the hub bearing 20 and the shaft handle 12 can at least partially abut against each other in the circumferential direction, thereby ensuring that the hub bearing 20 can withstand the bending moment generated by the outer ball cage 10 during steering, thereby ensuring the normal operation of the drive shaft assembly 100.

[0055] In a specific embodiment of the utility model, when the outer cage 10 is forging the second spline portion 111 on the cage body 11, a solid shaft 12 is left, and the outer diameter of the shaft 12 can be set to be greater than 24 mm, so as to ensure that the shaft 12 has sufficient strength and rigidity. In addition, the shaft 12 has a draft angle from the second spline portion 111 to the end, which is conducive to forging demolding. In addition, the connection between the shaft 12 and the cage body 11 is formed by forging, and a certain length of machining can be performed from the end of the shaft 12 to form a threaded portion 121 and a first step portion 123, so that the arc transition between the processing section and the forging section of the shaft 12 is made to avoid stress concentration.

[0056] The vehicle according to the utility model can mainly include: the above-mentioned vehicle drive shaft assembly 100. Specifically, by applying the vehicle drive shaft assembly 100 to the vehicle, not only can abnormal noise at start-up be eliminated, but also anti-loosening can be achieved, and the axial preload force can be maintained at all times, thereby improving the working performance of the vehicle, improving the user experience, and improving the product competitiveness of the vehicle.

[0057] 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.

[0058] 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.

[0059] 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 drive shaft assembly for a vehicle, characterized in that: include: An outer ball cage (10), the outer ball cage (10) comprising a ball cage body (11) and a shaft handle (12), the shaft handle (12) being arranged at one end of the ball cage body (11); A wheel hub bearing (20), wherein the shaft handle (12) extends into a bearing hole (23) of the wheel hub bearing (20), and the wheel hub bearing (20) and the ball cage body (11) abut against each other at adjacent end surfaces; A nut (30), one end of the shaft handle (12) away from the ball cage body (11) at least partially extends out from the wheel hub bearing (20) and is provided with a threaded portion (121), the nut (30) is threadedly matched with the threaded portion (121) to lock the outer ball cage (10) and the wheel hub bearing (20), and an anti-loosening member (31) is provided at one end of the nut (30) away from the wheel hub bearing (20), and the anti-loosening member (31) is connected and fixed to the shaft handle (12).

2. The vehicle drive shaft assembly according to claim 1, characterized in that: The anti-loosening member (31) is an anti-loosening rivet sheet, the shaft handle (12) is provided with a rivet groove (122), the anti-loosening rivet sheet is bent relative to the nut (30), and the anti-loosening rivet sheet is fixed to the rivet groove (122) by riveting.

3. The vehicle drive shaft assembly according to claim 1, characterized in that: The anti-loosening member (31) and the nut (30) are structural members made in one piece.

4. The vehicle drive shaft assembly according to claim 1, characterized in that: A first spline portion (21) is provided at one end of the wheel hub bearing (20) adjacent to the ball cage body (11), and a second spline portion (111) is provided at one end of the ball cage body (11) adjacent to the wheel hub bearing (20), and the first spline portion (21) and the second spline portion (111) are in driving cooperation.

5. The vehicle drive shaft assembly according to claim 4, characterized in that: It also includes an elastic member (40), which is sleeved on the outer side of the shaft handle (12), and the elastic member (40) elastically abuts against the shaft handle (12) and the wheel hub bearing (20) in the axial direction of the shaft handle (12).

6. The vehicle drive shaft assembly according to claim 5, characterized in that: At least part of the circumferential side wall of the shaft handle (12) is protruded outward to form a first step portion (123), and at least part of the circumferential inner wall of the hub bearing (20) corresponding to the bearing hole (23) is protruded inward to form a second step portion (22), the first step portion (123) and the second step portion (22) are arranged opposite to each other, and the axial ends of the elastic member (40) are elastically abutted against the first step portion (123) and the second step portion (22), respectively.

7. The vehicle drive shaft assembly according to claim 6, characterized in that: The second step portion (22) is located on a side of the first step portion (123) axially away from the cage body (11); the elastic member (40) is a coil spring; and the diameter of the coil spring gradually increases in a direction from the first step portion (123) to the second step portion (22).

8. The vehicle drive shaft assembly according to claim 7, characterized in that: It also includes an elastic ring (50), which is sleeved on the outer side of the shaft handle (12), and the elastic ring (50) corresponds to an end of the elastic member (40) away from the first step portion (123).

9. The vehicle drive shaft assembly according to claim 6, characterized in that: The first step portion (123) is in contact with and abuts against the bearing hole (23), and the second step portion (22) is in contact with and abuts against the shaft handle (12).

10. A vehicle, characterized in that: include: A drive shaft assembly (100) for a vehicle according to any one of claims 1 to 9.

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