Driving shaft assembly and vehicle

Abstract

The utility model provides a driving shaft assembly and a vehicle, and relates to the technical field of automobiles, the driving shaft assembly is used for solving the problem that the end face of an outer ball cage and the end face of a bearing inner ring generate abnormal sounds, the driving shaft assembly comprises a driving shaft, a driving wheel bearing, the outer ball cage and an anti-attrition gasket, and the driving shaft is sleeved with the driving wheel bearing; the outer ball cage is connected with one end of the driving shaft and is provided with a clamping part; the anti-attrition gasket is arranged between an outer ball cage and a driving wheel bearing and comprises a gasket body and a clamping ring, and the gasket body is arranged on a driving shaft in a sleeving mode; the clamping ring is connected with the gasket body and used for being connected with the clamping part in a clamped mode.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a drive shaft assembly and a vehicle. Background Art

[0002] Automobiles often transmit the power provided by the powertrain to the drive wheels through the drive shaft to make the drive wheels rotate. The drive wheel is provided with a drive wheel bearing, and a drive shaft outer ball cage is provided on the outer wall of the drive shaft near the end connected to the drive wheel. The end of the drive shaft connected to the drive wheel extends into the inner ring of the drive wheel bearing and is connected to the inner ring of the bearing through the spline transmission provided on both. A clamping piece is connected to the end face of the end of the drive shaft connected to the inner ring of the bearing. The drive shaft outer ball cage and the clamping piece clamp the two ends of the inner ring of the bearing so that the drive shaft outer ball cage is assembled to the inner ring of the bearing.

[0003] In the related art, patent CN220523088U discloses a wear-reducing gasket for automobile drive shaft, including a shaft, a hub bearing, a wear-resistant gasket body and a ball part, wherein a ball part is provided at one end of the shaft part, a limiting protrusion is provided at the outer surface of the wear-resistant gasket body near the edge position, a hemispherical protrusion is provided at the outer surface of the limiting protrusion near the side of the axis of the wear-resistant gasket body, a limiting groove is provided on the outer surface of the ball part, and the limiting protrusion is located inside the limiting groove, and a hemispherical groove is provided on the inner wall of the limiting groove, and the hemispherical protrusion is located inside the hemispherical groove. However, the torque provided by the outer ball cage of the drive shaft may break through the maximum static friction force generated by the clamping force of the outer ball cage of the drive shaft on the inner ring of the bearing on the end face of the outer ball cage of the drive shaft and the inner ring of the bearing, so that the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing move relative to each other, the hemispherical protrusion and the hemispherical groove move relative to each other, and the viscous friction impact formed by the relative movement of the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing will produce abnormal noise.

[0004] Therefore, the abnormal noise between the end face of the outer ball cage and the end face of the inner ring of the bearing is a problem that needs to be solved. Utility Model Content

[0005] The present application provides a drive shaft assembly and a vehicle, and the problem that abnormal noise occurs between the end face of the outer ball cage and the end face of the inner ring of the bearing needs to be solved.

[0006] In the first aspect of the present application, in order to solve the above-mentioned problem, a drive shaft assembly is provided, including: a drive shaft, a drive wheel bearing, an outer ball cage and a friction-reducing gasket, the drive wheel bearing is sleeved on the drive shaft; the outer ball cage is connected to one end of the drive shaft, and the outer ball cage is provided with a clamping portion; the friction-reducing gasket is arranged between the outer ball cage and the drive wheel bearing, including: a gasket body and a clamping ring, the gasket body is sleeved on the drive shaft; the clamping ring is connected to the gasket body, and the clamping ring is used to clamp with the clamping portion.

[0007] In this way, the friction-reducing gasket is arranged between the outer ball cage of the vehicle drive shaft assembly and the drive wheel bearing, the drive shaft passes through the through hole, and the friction-reducing gasket is sleeved on the drive shaft. The axial force generated by the tightening of the drive shaft assembly makes the outer ball cage, the friction-reducing gasket, and the end face of the drive wheel bearing fit tightly, so that when torque is generated between the outer ball cage and the inner ring of the bearing, the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing slide relative to each other with a low friction coefficient, thereby reducing the friction coefficient of the effective contact surface and eliminating creep noise.

[0008] In some embodiments of the present application, the clamping portion is provided with a clamping groove, which is arranged circumferentially around the clamping portion; the clamping ring is coaxially arranged with the clamping portion, and the inner wall surface of the clamping ring is provided with a clamping protrusion. When the friction-reducing gasket is clamped with the outer ball cage, the clamping portion at least partially extends into the clamping ring, the clamping protrusion at least partially extends into the clamping groove, and the clamping ring can rotate around the axial direction of the clamping portion.

[0009] In this way, when the clamping ring is clamped with the clamping part, the clamping protrusion is located in the clamping groove, which can prevent the friction-reducing gasket from falling off. When the friction-reducing gasket needs to be repaired or replaced, it can be repeatedly disassembled without affecting the noise reduction function. The operation is convenient and the assembly is simple. The clamping ring can rotate around the axial direction of the clamping part. When torque is generated between the outer ball cage and the inner ring of the bearing, the friction-reducing gasket and the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing slide relative to each other, further eliminating creep noise.

[0010] In some embodiments of the present application, a plurality of clamping protrusions are provided on the inner wall surface of the clamping ring, and the plurality of clamping protrusions are arranged around the circumference of the clamping ring.

[0011] In this way, multiple clamping protrusions are arranged on the inner wall surface of the clamping ring, which can improve the clamping strength between the clamping ring and the clamping part, and prevent the wear-reducing gasket from being displaced or damaged due to excessive force when torque is generated between the outer ball cage and the inner ring of the bearing. Multiple clamping protrusions are arranged circumferentially around the clamping ring, so that the multiple clamping protrusions can rotate around the axial direction of the clamping part. When torque is generated between the outer ball cage and the inner ring of the bearing, the wear-reducing gasket and the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing are caused to slide relative to each other, thereby preventing the wear-reducing gasket from being offset when rotating.

[0012] In some embodiments of the present application, the clamping portion includes: a column and a clamping groove, the clamping groove is arranged around the outer peripheral wall of the column, and there is a gap between the outer wall of the column and the inner wall of the clamping ring.

[0013] In this way, when torque is generated between the outer ball cage and the inner ring of the bearing, the friction-reducing gasket and the end faces of the outer ball cage of the drive shaft and the inner ring of the bearing will slide relative to each other, avoiding excessive friction between the inner wall surface of the clamping ring and the outer wall surface of the clamping part, which would cause excessive wear or damage and fracture of the clamping ring, and reduce the service life of the friction-reducing gasket.

[0014] In some embodiments of the present application, when the friction-reducing gasket is clamped with the outer ball cage, there is a gap between the gasket body and the end surface of the clamping portion facing the gasket body, and there is a gap between the clamping protrusion and the side wall of the clamping groove close to the friction-reducing gasket.

[0015] In this way, when torque is generated between the outer ball cage and the inner ring of the bearing, the friction-reducing gasket and the end faces of the outer ball cage of the drive shaft and the inner ring of the bearing will slide relative to each other, avoiding excessive friction between the gasket body and the clamping part, which would cause excessive wear or damage and fracture of the gasket body, and reduce the service life of the friction-reducing gasket.

[0016] In some embodiments of the present application, the end face of the connecting portion close to the outer ball cage is the first end face, and a first guide surface is arranged between the first end face and the outer peripheral wall surface of the clamping portion. Along the direction of the friction reducing pad toward the outer ball cage, the area surrounded by the first guide surface gradually increases.

[0017] In this way, when installing the friction-reducing gasket, the first guide surface can guide the clamping portion to gradually extend into the clamping ring, avoiding installation inconvenience caused by position offset between the clamping portion and the clamping ring, thereby improving the convenience of installing the friction-reducing gasket.

[0018] In some embodiments of the present application, a second guide surface is provided on one side of the snap-in groove close to the friction-reducing pad, and the second guide surface is connected to the bottom wall surface of the snap-in groove and the outer peripheral wall surface of the snap-in portion. Along the direction of the friction-reducing pad toward the outer ball cage, the area surrounded by the second guide surface gradually decreases.

[0019] In this way, when the anti-friction gasket needs to be repaired or replaced, the second guide surface can guide the clamping part to gradually withdraw from the clamping ring, and the anti-friction gasket can be removed without using other tools, thereby improving the convenience of repairing or replacing the anti-friction gasket.

[0020] In some embodiments of the present application, the surface of the gasket body on the side close to the outer ball cage and the surface on the side away from the outer ball cage are both coated with a friction-reducing coating.

[0021] In this way, the surface of the gasket body close to the outer ball cage and the surface away from the outer ball cage are coated with anti-friction coating, which can ensure the wear resistance and stability of the anti-friction gasket and further eliminate the abnormal noise caused by the friction between the outer ball cage and the drive wheel bearing.

[0022] In some embodiments of the present application, it also includes: a fastener for fixing the outer ball cage and the driving wheel bearing, and the outer ball cage and the driving wheel bearing clamp the anti-friction gasket.

[0023] In this way, the outer ball cage and the driving wheel bearing can clamp the anti-friction gasket to prevent the position of the anti-friction gasket from shifting, causing the anti-friction gasket to fail to work normally.

[0024] In a second aspect of the present application, a vehicle is provided, comprising: a drive shaft assembly according to any one of the above items.

[0025] Since the vehicle provided in the embodiment of the present application includes the drive shaft assembly as described in the first aspect above, the two can solve the same problem and achieve the same effect, and the present application will not elaborate on them one by one here.

[0026] Therefore, the above technical features of the present application have the following beneficial effects:

[0027] (1) In this way, the friction-reducing gasket is arranged between the outer ball cage of the vehicle drive shaft assembly and the drive wheel bearing, and the drive shaft passes through the through hole so that the friction-reducing gasket is sleeved on the drive shaft. The axial force generated by the tightening of the drive shaft assembly makes the outer ball cage, the friction-reducing gasket, and the end face of the drive wheel bearing fit closely, so that when torque is generated between the outer ball cage and the inner ring of the bearing, the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing slide relative to each other with a low friction coefficient, thereby reducing the friction coefficient of the effective contact surface and eliminating creep noise.

[0028] (2) In this way, when the clamping ring is clamped to the clamping part, the clamping protrusion is located in the clamping groove, which can prevent the friction-reducing gasket from falling off. When the friction-reducing gasket needs to be repaired or replaced, it can be repeatedly disassembled without affecting the noise reduction function. The operation is convenient and the assembly is simple. The clamping ring can rotate around the axial direction of the clamping part. When torque is generated between the outer ball cage and the inner ring of the bearing, the friction-reducing gasket and the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing slide relative to each other, further eliminating creep noise.

[0029] (3) In this way, a plurality of clamping protrusions are arranged on the inner wall surface of the clamping ring, which can improve the clamping strength between the clamping ring and the clamping part, and prevent the wear-reducing gasket from being displaced or damaged due to excessive force when torque is generated between the outer ball cage and the inner ring of the bearing. The plurality of clamping protrusions are arranged circumferentially around the clamping ring, so that the plurality of clamping protrusions can rotate axially around the clamping part. When torque is generated between the outer ball cage and the inner ring of the bearing, the wear-reducing gasket and the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing slide relative to each other, thereby preventing the wear-reducing gasket from being offset when rotating.

[0030] (4) In this way, when torque is generated between the outer ball cage and the inner ring of the bearing, the anti-friction gasket and the end face of the outer ball cage of the drive shaft and the end face of the inner ring of the bearing will slide relative to each other, avoiding excessive friction between the inner wall surface of the clamping ring and the outer wall surface of the clamping part, which would cause excessive wear or damage and fracture of the clamping ring, thereby reducing the service life of the anti-friction gasket.

[0031] (5) In this way, the surface of the gasket body close to the outer ball cage and the surface away from the outer ball cage are coated with anti-friction coatings, which can ensure the wear resistance and stability of the anti-friction gasket and further eliminate the abnormal noise caused by the friction between the outer ball cage and the drive wheel bearing.

[0032] (6) Thus, when installing the anti-friction gasket, the first guide surface can guide the clamping portion to gradually extend into the clamping ring, thereby avoiding installation inconvenience caused by positional offset between the clamping portion and the clamping ring, thereby improving the convenience of installing the anti-friction gasket. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The drawings herein are incorporated into the specification and constitute a part of the specification, illustrate embodiments consistent with the present application, and together with the specification are used to explain the principles of the present application, and do not constitute improper limitations on the present application.

[0034] Figure 1 A schematic diagram of the structure of a transmission shaft assembly provided in an embodiment of the present application;

[0035] Figure 2 A schematic diagram of the installation of the friction reducing pad provided in the embodiment of the present application;

[0036] Figure 3 Provided in the embodiments of this application Figure 2 A magnified image of area A;

[0037] Figure 4 A schematic diagram of the outer ball cage structure provided in an embodiment of the present application;

[0038] Figure 5 Provided in the embodiments of this application Figure 4 Enlarged view of area B;

[0039] Figure 6 A bottom view of the friction reducing pad provided in an embodiment of the present application;

[0040] Figure 7 Provided in the embodiments of this application Figure 6 Enlarged view of area C in the middle;

[0041] Figure 8 Provided in the embodiments of this application Figure 6 Cross-section along DD.

[0042] In the figure, 100 is a drive shaft assembly; 10 is a drive shaft; 20 is a drive wheel bearing; 30 is an outer ball cage; 31 is a clamping part; 40 is a friction reducing gasket; 41 is a gasket body; 42 is a clamping ring; 311 is a clamping groove; 421 is a clamping protrusion; 312 is a first guide surface; 313 is a second guide surface; 50 is a fastener. DETAILED DESCRIPTION

[0043] In order to enable ordinary persons in the art to better understand the technical solution of the present application, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the accompanying drawings.

[0044] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in an order other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. On the contrary, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the attached claims.

[0045] Automobiles often transmit the power provided by the powertrain to the drive wheels through the drive shaft to make the drive wheels rotate. The drive wheel is provided with a drive wheel bearing, and a drive shaft outer ball cage is provided on the outer wall of the drive shaft near the end connected to the drive wheel. The end of the drive shaft connected to the drive wheel extends into the inner ring of the drive wheel bearing and is connected to the inner ring of the bearing through the spline transmission provided on both. A clamping piece is connected to the end face of the end of the drive shaft connected to the inner ring of the bearing. The drive shaft outer ball cage and the clamping piece clamp the two ends of the inner ring of the bearing so that the drive shaft outer ball cage is assembled to the inner ring of the bearing.

[0046] When a car switches from a stationary state to a moving state, such as when the car starts or reverses, a large torque will be generated between the drive shaft and the drive shaft outer ball cage on it and the inner ring of the bearing. With the development of powertrain technology and the improvement of users' requirements for automobile acceleration performance, especially in new energy vehicles, a large number of motors are used for driving. When the car switches from a stationary state to a moving state, the torque between the drive shaft and the drive shaft outer ball cage on it and the inner ring of the bearing is established quickly. The torque provided by the drive shaft outer ball cage may break through the maximum static friction force generated by the clamping force of the drive shaft outer ball cage on the inner ring of the bearing on the end face of the drive shaft outer ball cage and the inner ring of the bearing, causing the end face of the drive shaft outer ball cage and the end face of the inner ring of the bearing to move relative to each other. The viscous friction impact formed by the relative movement of the end face of the drive shaft outer ball cage and the end face of the inner ring of the bearing will produce abnormal noise.

[0047] It should be noted that the drive shaft, also known as the transmission shaft, is an important component of the automobile transmission system. Its main function is to effectively transmit the output power of the transmission to the wheels, thereby driving the car forward.

[0048] The driving wheel bearing is a component that connects the driving wheel and the transmission shaft. The main function of the driving wheel bearing is to bear the load and corresponding friction of the wheel, which is the basis for ensuring the normal driving of the vehicle. It can also ensure that the tire is not hindered during normal rotation, ensuring the stability and safety of the vehicle's driving.

[0049] The main function of the outer ball cage is to transfer the power of the engine from the transmission to the wheels, especially when the vehicle is turning, it can ensure the constant speed transmission of power and make the vehicle run more smoothly.

[0050] In the first aspect of the present application, in order to solve the above problems, Figure 1 , Figure 2 and Figure 3 As shown, a drive shaft assembly 100 is provided, including: a drive shaft 10, a drive wheel bearing 20, an outer ball cage 30 and a friction-reducing gasket 40, wherein the drive wheel bearing 20 is sleeved on the drive shaft 10; the outer ball cage 30 is connected to one end of the drive shaft 10, and the outer ball cage 30 is provided with a clamping portion 31; the friction-reducing gasket 40 is arranged between the outer ball cage 30 and the drive wheel bearing 20, and includes: a gasket body 41 and a clamping ring 42, wherein the gasket body 41 is sleeved on the drive shaft 10; the clamping ring 42 is connected to the gasket body 41, and the clamping ring 42 is used to clamp with the first clamping portion 31.

[0051] The friction reducing pad 40 may be made of rubber, plastic, high-strength polymer or steel.

[0052] In addition, the clamping method of the clamping portion 31 and the clamping ring 42 can be a snap connection, a clamping ring connection, a sleeve connection or a spring clip connection, which is not limited in the present application.

[0053] The shape of the gasket body 41 may be circular, square or other irregular shapes, which is not limited in the present application.

[0054] Among them, the area of ​​the gasket body 41 can be smaller than the area of ​​the end face of the outer ball cage 30, the area of ​​the gasket body 41 can be equal to the area of ​​the end face of the outer ball cage 30, or the area of ​​the gasket body 41 can be larger than the area of ​​the end face of the outer ball cage 30; the area of ​​the gasket body 41 can be smaller than the area of ​​the end face of the driving wheel bearing 20, the area of ​​the gasket body 41 can be equal to the area of ​​the end face of the driving wheel bearing 20, or the area of ​​the gasket body 41 can be larger than the area of ​​the end face of the driving wheel bearing 20; this application does not impose any restrictions on this.

[0055] In this way, the friction-reducing gasket 40 is arranged between the outer ball cage 30 of the vehicle drive shaft assembly 100 and the drive wheel bearing 20, and the drive shaft 10 passes through the through hole so that the friction-reducing gasket 40 is sleeved on the drive shaft 10. The axial force generated by the tightening of the drive shaft assembly 100 makes the outer ball cage 30, the friction-reducing gasket 40, and the end faces of the drive wheel bearing 20 fit tightly, so that when torque is generated between the outer ball cage 30 and the inner ring of the bearing, the end face of the outer ball cage 30 of the drive shaft 10 and the end face of the inner ring of the bearing slide relative to each other with a low friction coefficient, thereby reducing the friction coefficient of the effective contact surface and eliminating creep distortion.

[0056] In one possible structural design, the gasket body 41 is a circular gasket with a through hole, the drive shaft 10 passes through the through hole of the gasket body 41, the drive shaft 10 is consistent with the axis of the gasket body 41 and is coaxially arranged, the clamping ring 42 is arranged around the gasket body 41, and the clamping ring 42 is connected to the periphery of the gasket body 41, and the clamping ring 42 is coaxially arranged with the gasket body 41.

[0057] In this way, the gasket body 41 can be designed to be coaxial with the drive shaft 10, and the gasket body 41 can be tightly fitted with the end faces of the outer ball cage 30 and the drive wheel bearing 20 to avoid uneven force on the gasket body 41 causing the gasket body 41 to shift, and the clamping ring 42 is connected to the periphery of the gasket body 41. The clamping ring 42 and the gasket body 41 are coaxially arranged, which can also improve the stability of the clamping ring 42 and the clamping part 31.

[0058] In some embodiments of the present application, Figure 3 , Figure 4 and Figure 5 As shown, the clamping portion 31 is provided with a clamping groove 311, and the clamping groove 311 is arranged circumferentially around the clamping portion 31; the clamping ring 42 is coaxially arranged with the clamping portion 31, and the inner wall surface of the clamping ring 42 is provided with a clamping protrusion 421. When the friction-reducing pad 40 is clamped with the outer ball cage 30, the clamping portion 31 at least partially extends into the clamping ring 42, and the clamping protrusion 421 at least partially extends into the clamping groove 311, and the clamping ring 42 can rotate around the axial direction of the clamping portion 31.

[0059] The cross-section of the clamping groove 311 may be square, circular or irregular in shape, etc., which is not limited in the present application.

[0060] In addition, the shape of the snap-fit ​​protrusion 421 can be square, round or irregular, etc. The shape of the snap-fit ​​protrusion 421 can be the same as the cross-sectional shape of the snap-fit ​​groove 311, or the shape of the snap-fit ​​protrusion 421 can be different from the cross-sectional shape of the snap-fit ​​groove 311, and this application does not limit this.

[0061] In this way, when the clamping ring 42 is clamped with the clamping part 31, the clamping protrusion 421 is partially located in the clamping groove 311, which can prevent the friction-reducing gasket 40 from falling off. When the friction-reducing gasket 40 needs to be repaired or replaced, it can be repeatedly disassembled without affecting the noise reduction function, which is convenient to operate and easy to assemble. The clamping ring 42 can rotate axially around the clamping part 31. When torque is generated between the outer ball cage 30 and the inner ring of the bearing, the friction-reducing gasket 40 and the end face of the outer ball cage 30 of the drive shaft 10 and the end face of the inner ring of the bearing slide relative to each other, further eliminating creep noise.

[0062] In a possible structural design, the cross-section of the snap-in groove 311 is square, the snap-in groove 311 is arranged circumferentially around the snap-in portion 31, and the snap-in protrusion 421 is hemispherical. When the friction-reducing pad 40 is snapped with the outer ball cage 30, the snap-in portion 31 at least partially extends into the snap-in ring 42, and the snap-in protrusion 421 at least partially extends into the snap-in groove 311, and the snap-in ring 42 can rotate axially around the snap-in portion 31, and the snap-in protrusion 421 can slide in the snap-in groove 311.

[0063] In this way, the clamping ring 42 can rotate around the axial direction of the clamping part 31. When torque is generated between the outer ball cage 30 and the inner ring of the bearing, the friction-reducing gasket 40 and the end face of the outer ball cage 30 of the drive shaft 10 and the end face of the inner ring of the bearing can slide relative to each other, further eliminating creep noise. The cross-section of the clamping groove 311 is square and the clamping protrusion 421 is hemispherical. When the clamping protrusion 421 and the clamping groove 311 need to be assembled or separated, the hemispherical clamping protrusion 421 can have a guiding effect, making it convenient to assemble or separate the clamping ring 42 from the clamping part 31.

[0064] In some embodiments of the present application, Figure 6 and Figure 7 As shown, the inner wall surface of the clamping ring 42 is provided with a plurality of clamping protrusions 421 , and the plurality of clamping protrusions 421 are arranged around the circumference of the clamping ring 42 .

[0065] In addition, the plurality of snap-fit ​​protrusions 421 may be odd or even, such as 2, 3, 4 or 5, etc., and the present application does not impose any limitation on this.

[0066] Among them, the multiple clamping protrusions 421 can be arranged at intervals or connected to each other. The multiple clamping protrusions 421 can be arranged at uniform intervals or non-uniform intervals, and this application does not limit this.

[0067] So, like Figure 6 and Figure 8 As shown, a plurality of clamping protrusions 421 are arranged on the inner wall surface of the clamping ring 42, which can improve the clamping strength between the clamping ring 42 and the clamping part 31, and prevent the wear-reducing gasket 40 from being dislocated or damaged due to excessive force when torque is generated between the outer ball cage 30 and the inner ring of the bearing. The plurality of clamping protrusions 421 are arranged circumferentially around the clamping ring 42, so that the plurality of clamping protrusions 421 can rotate axially around the clamping part 31. When torque is generated between the outer ball cage 30 and the inner ring of the bearing, the wear-reducing gasket 40 and the end face of the outer ball cage 30 of the drive shaft 10 and the end face of the inner ring of the bearing are caused to slide relative to each other, and the wear-reducing gasket 40 is prevented from being offset when rotating.

[0068] In a possible structural design, three clamping protrusions 421 are disposed on the inner wall surface of the clamping ring 42 , and the three clamping protrusions 421 are evenly spaced around the circumference of the clamping ring 42 .

[0069] In this way, three clamping protrusions 421 are set on the inner wall surface of the clamping ring 42, and the three clamping protrusions 421 are evenly arranged at circumferential intervals around the clamping ring 42, so that the clamping of the clamping ring 42 and the clamping part 31 can be more firmly connected, avoiding uneven force on the clamping part 31 in the clamping ring 42, causing the clamping ring 42 to shift to one side and affecting the normal operation of the friction-reducing gasket 40.

[0070] In some embodiments of the present application, Figure 5 and Figure 6 As shown, the clamping portion 31 includes: a column and a clamping groove 311 . The clamping groove 311 is arranged around the outer peripheral wall of the column. There is a gap between the outer wall of the column and the inner wall of the clamping ring 42 .

[0071] In this way, when torque is generated between the outer ball cage 30 and the inner ring of the bearing, the friction-reducing gasket 40 and the end faces of the outer ball cage 30 of the drive shaft 10 and the inner ring of the bearing slide relative to each other, thereby preventing excessive friction between the inner wall surface of the clamping ring 42 and the outer wall surface of the clamping part 31, which would cause excessive wear or damage and fracture of the clamping ring 42, thereby reducing the service life of the friction-reducing gasket 40.

[0072] In a possible structural design, the outer diameter of the clamping portion 31 is equal to the inner diameter of the clamping ring 42 . When the clamping portion 31 is clamped with the clamping ring 42 , the inner wall surface of the clamping ring 42 abuts against the outer wall surface of the clamping portion 31 .

[0073] In this way, the clamping ring 42 and the clamping portion 31 can be clamped more tightly, thereby preventing the position of the friction-reducing gasket 40 from being offset, which would cause the friction-reducing gasket 40 to fail to work normally.

[0074] In some embodiments of the present application, when the gasket body 41 contacts the end surface of the outer ball cage 30 facing the driving wheel bearing 20 , there is a gap between the clamping protrusion 421 and the side wall of the clamping groove 311 close to the friction reducing gasket 40 .

[0075] It should be noted that when the gasket body 41 abuts against the end face of the outer ball cage 30, there is a gap between the clamping protrusion 421 and the side wall of the clamping groove 311 close to the wear-reducing gasket 40, the clamping protrusion 421 is not subjected to axial force in the drive shaft 10, the clamping protrusion 421 can move in the clamping groove 311, and when the wear-reducing gasket 40 is clamped with the outer ball cage 30, there is a gap between the gasket body 41 and the end face of the clamping part 31 facing the gasket body 41.

[0076] In this way, when torque is generated between the outer ball cage 30 and the inner ring of the bearing, the wear-reducing gasket 40 and the end surface of the outer ball cage 30 of the drive shaft 10 and the end surface of the inner ring of the bearing slide relative to each other, so that the snap-in protrusion 421 is not subjected to axial force in the drive shaft 10, thereby avoiding excessive wear of the snap-in protrusion 421 and the snap-in groove 311, which would cause excessive wear or damage and fracture of the gasket body 41, thereby reducing the service life of the wear-reducing gasket 40.

[0077] In some embodiments of the present application, Figure 3 , Figure 4 and Figure 5 As shown, the end face of the clamping portion 31 close to the outer ball cage 30 is the first end face, and a first guide surface 312 is provided between the first end face and the outer peripheral wall surface of the clamping portion 31. Along the direction of the friction reducing pad 40 toward the outer ball cage 30, the area surrounded by the first guide surface 312 gradually increases.

[0078] Thus, when installing the friction-reducing gasket 40 , the first guide surface 312 can guide the clamping portion 31 to gradually extend into the clamping ring 42 , avoiding installation inconvenience caused by position offset between the clamping portion 31 and the clamping ring 42 , thereby improving the convenience of installing the friction-reducing gasket 40 .

[0079] In some embodiments of the present application, Figure 3 , Figure 4 and Figure 5 As shown, a second guide surface 313 is provided on one side of the snap-in groove 311 close to the friction-reducing pad 40, and the second guide surface 313 is connected to the bottom wall surface of the snap-in groove 311 and the outer peripheral wall surface of the snap-in portion 31. Along the direction of the friction-reducing pad 40 toward the outer ball cage 30, the area surrounded by the second guide surface 313 gradually decreases.

[0080] In this way, when the wear-reducing gasket 40 needs to be repaired or replaced, the second guide surface 313 can guide the clamping portion 31 to gradually withdraw from the clamping ring 42, and the wear-reducing gasket 40 can be removed without using other tools, thereby improving the convenience of repairing or replacing the wear-reducing gasket 40.

[0081] In some embodiments of the present application, the surface of the gasket body 41 on the side close to the outer ball cage 30 and the surface on the side away from the outer ball cage 30 are both coated with a friction-reducing coating.

[0082] Among them, the friction-reducing coating is a special material layer applied to the surface of mechanical parts, which can reduce friction and wear between parts and improve the service life and efficiency of the equipment. The friction-reducing coating can be a graphite-based friction-reducing coating, a metal friction-reducing coating, a ceramic-based friction-reducing coating or a composite friction-reducing coating, and this application does not limit this.

[0083] In this way, the surface of the gasket body 41 close to the outer ball cage 30 and the surface away from the outer ball cage 30 are coated with a friction-reducing coating, which can ensure the wear resistance and stability of the friction-reducing gasket 40 and further eliminate the abnormal noise caused by the friction between the outer ball cage 30 and the drive wheel bearing 20.

[0084] In some embodiments of the present application, Figure 1 As shown, it also includes: a fastener 50 for fixing the outer ball cage 30 and the driving wheel bearing 20, and the outer ball cage 30 and the driving wheel bearing 20 clamp the anti-friction pad 40.

[0085] The fastener 50 may be a bolt, a nut, a rivet, a pin or a welding nail, etc., which is not limited in the present application.

[0086] In this way, the outer ball cage 30 and the driving wheel bearing 20 can clamp the friction reducing washer 40 to prevent the friction reducing washer 40 from being offset and causing the friction reducing washer 40 to fail to work normally.

[0087] In a possible structural design, the fastener 50 is a nut, which is sleeved on the drive shaft 10 and threadedly connected to the drive shaft 10 . The nut is arranged on a side of the drive wheel bearing 20 away from the outer ball cage 30 .

[0088] In this way, the nut is threadedly connected to the drive shaft 10, and the nut is set on the side of the drive wheel bearing 20 away from the outer ball cage 30, so that the drive wheel bearing 20 and the outer ball cage 30 can clamp the wear-reducing gasket 40 to avoid the position of the wear-reducing gasket 40 from being offset, causing the wear-reducing gasket 40 to fail to work normally. The drive wheel bearing 20 and the outer ball cage 30 are fastened by the nut, which facilitates the inspection or replacement of the wear-reducing gasket 40, and the clamping force of the drive wheel bearing 20 and the outer ball cage 30 on the wear-reducing gasket 40 can also be controlled by controlling the tightness of the nut.

[0089] In a second aspect of the present application, a vehicle is provided, comprising: a drive shaft assembly 100 according to any one of the above items.

[0090] Since the vehicle provided in the embodiment of the present application includes the drive shaft assembly 100 as described in the first aspect above, the two can solve the same problem and achieve the same effect, and the present application will not elaborate on them one by one here.

[0091] The above are only specific implementations of the present application, but the protection scope of the present application is not limited thereto, and any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A drive shaft assembly, characterized in that: include: A drive shaft (10); A driving wheel bearing (20) sleeved on the driving shaft (10); An outer ball cage (30) connected to one end of the drive shaft (10), the outer ball cage (30) being provided with a clamping portion (31); A friction-reducing pad (40), the friction-reducing pad (40) being arranged between the outer ball cage (30) and the driving wheel bearing (20), comprising: A gasket body (41) is sleeved on the driving shaft (10); A clamping ring (42) is connected to the gasket body (41), and the clamping ring (42) is used to be clamped with the clamping portion (31).

2. The drive shaft assembly according to claim 1, characterized in that: The clamping portion (31) is provided with a clamping groove (311), and the clamping groove (311) is arranged around the circumference of the clamping portion (31); The clamping ring (42) is coaxially arranged with the clamping portion (31), and a clamping protrusion (421) is arranged on the inner wall surface of the clamping ring (42). When the friction-reducing pad (40) is clamped with the outer ball cage (30), the clamping portion (31) at least partially extends into the clamping ring (42), and the clamping protrusion (421) at least partially extends into the clamping groove (311), and the clamping ring (42) can rotate around the axial direction of the clamping portion (31).

3. The drive shaft assembly according to claim 2, characterized in that: The inner wall surface of the clamping ring (42) is provided with a plurality of clamping protrusions (421), and the plurality of clamping protrusions (421) are arranged circumferentially around the clamping ring (42).

4. The drive shaft assembly according to claim 2, characterized in that: The clamping portion (31) comprises a column and a clamping groove (311), wherein the clamping groove (311) is arranged around the outer peripheral wall surface of the column, and a gap exists between the outer wall surface of the column and the inner wall surface of the clamping ring (42).

5. The drive shaft assembly according to claim 2, characterized in that: When the gasket body (41) contacts the end surface of the outer ball cage (30) facing the driving wheel bearing (20), a gap exists between the clamping protrusion (421) and the side wall of the clamping groove (311) close to the friction-reducing gasket (40).

6. The drive shaft assembly according to claim 4, characterized in that: The end face of the clamping portion (31) close to the outer ball cage (30) is a first end face, and a first guide face (312) is provided between the first end face and the outer peripheral wall face of the clamping portion (31), and the area surrounded by the first guide face (312) gradually increases along the direction of the friction reducing pad (40) toward the outer ball cage (30).

7. The drive shaft assembly according to claim 4, characterized in that: A second guide surface (313) is provided on one side of the clamping groove (311) close to the friction-reducing washer (40); the second guide surface (313) is connected to the bottom wall surface of the clamping groove (311) and the outer peripheral wall surface of the clamping portion (31); and the area surrounded by the second guide surface (313) gradually decreases along the direction from the friction-reducing washer (40) toward the outer ball cage (30).

8. The drive shaft assembly according to claim 1, characterized in that: The surface of the gasket body (41) on the side close to the outer ball cage (30) and the surface on the side away from the outer ball cage (30) are both coated with a friction-reducing coating.

9. The drive shaft assembly according to claim 1, characterized in that: Also includes: The fastener (50) is used to fix the outer ball cage (30) and the driving wheel bearing (20), and the outer ball cage (30) and the driving wheel bearing (20) clamp the friction reducing pad (40).

10. A vehicle, characterized in that: A drive shaft assembly comprising any one of claims 1 to 9.

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