Transmission shaft assembly and vehicle

Abstract

The transmission shaft assembly comprises an input shaft, an output shaft and a connecting shaft, a first spline is arranged on the inner circumference of the input shaft, one end of the input shaft is connected with a first universal joint, the first universal joint is suitable for being connected with a main speed reducer, a second spline is arranged on the inner circumference of the output shaft, one end of the output shaft is connected with a second universal joint, and the second universal joint is suitable for being connected with a main speed reducer. One end of the connecting shaft is arranged on the input shaft in a penetrating mode, the other end of the connecting shaft is arranged on the output shaft in a penetrating mode, a third spline is arranged on the periphery of the connecting shaft, the first spline is connected with the third spline so that the input shaft can slide and stretch out and draw back in the length direction of the connecting shaft, and the second spline is connected with the third spline. The output shaft slides and stretches out and draws back in the length direction of the connecting shaft. Through the arrangement, the transmission shaft assembly is not limited by dynamic balance verification requirements and equipment, so that the axial size of the transmission shaft assembly can be shortened, the boundary of the battery pack can be increased, and the electric quantity and the cruising ability of the battery pack are improved.

Description

Technical Field

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

[0002] At present, the solution of the drive shaft assembly in fuel vehicles is simple and easy to apply. However, the drive shaft assembly in fuel vehicles needs to be separately dynamically balanced and verified, so it is restricted by the requirements and equipment for dynamic balance verification. Therefore, the shortest length of the drive shaft can only be 500 mm. If the drive shaft assembly is applied to new energy vehicles, it will limit the axial dimension of the powertrain in new energy vehicles. Moreover, the battery pack of new energy vehicles is arranged under the bottom plate of the powertrain, which will cause the drive shaft assembly to affect the boundary of the battery pack, thus affecting the power and endurance of the battery pack. Summary of the Utility Model

[0003] The utility model aims to at least solve one of the technical problems existing in the prior art. For this purpose, an object of the utility model is to provide a drive shaft assembly which can shorten the axial dimension, thereby increasing the boundary of the battery pack and further improving the power and endurance of the battery pack.

[0004] The utility model further provides a vehicle.

[0005] The drive shaft assembly according to the utility model includes: an input shaft, an output shaft and a connecting shaft. A first spline is provided on the inner circumference of the input shaft. One end of the input shaft is connected to a first universal joint which is adapted to be connected to the main reducer. A second spline is provided on the inner circumference of the output shaft. One end of the output shaft is connected to a second universal joint which is adapted to be connected to the transfer case. One end of the connecting shaft passes through the input shaft and the other end passes through the output shaft. A third spline is provided on the outer circumference of the connecting shaft. The first spline is connected to the third spline to enable the input shaft to slide and telescopically move along the length direction of the connecting shaft, and the second spline is connected to the third spline to enable the output shaft to slide and telescopically move along the length direction of the connecting shaft.

[0006] According to the drive shaft assembly of the present utility model, by providing a first spline on the input shaft, a second spline on the output shaft, and a third spline on the connecting shaft, with the first spline connected to the third spline and the second spline connected to the third spline, the input shaft and the output shaft can slide telescopically along the length direction of the connecting shaft. Moreover, the input shaft is connected to the first universal joint, the first universal joint is adapted to be nestedly connected to the main reducer, the output shaft is connected to the second universal joint, and the second universal joint is adapted to be nestedly connected to the transfer case. Such a setting enables the drive shaft assembly to transmit power between the main reducer and the transfer case, and also enables the first universal joint and the second universal joint to adjust the spatial angle of the drive shaft assembly, and enables the drive shaft assembly to be free from the requirements of dynamic balance verification and equipment limitations, thereby saving the assembly steps and time of the whole vehicle, shortening the axial dimension of the drive shaft assembly, saving the layout space of the whole vehicle, further increasing the size of the battery pack, and improving the power and endurance of the battery pack.

[0007] In some examples of the present utility model, the first spline, the second spline, and the third spline are all straight keys extending along the axial direction of the input shaft, so that the input shaft and the output shaft slide linearly along the length direction of the connecting shaft.

[0008] In some examples of the present utility model, the first spline and the second spline are internal splines, and the third spline is an external spline.

[0009] In some examples of the present utility model, the drive shaft assembly further includes: a limiting member, which is arranged between the inner circumference of the output shaft and the outer circumference of the connecting shaft, so that the connecting shaft and the output shaft are in limiting cooperation in the axial direction of the output shaft.

[0010] In some examples of the present utility model, a limiting groove is formed on the connecting shaft, and the limiting member is arranged in the limiting groove.

[0011] In some examples of the present utility model, a first connecting portion is arranged at one end of the input shaft away from the output shaft, a second connecting portion is arranged at one end of the output shaft away from the input shaft, the first connecting portion is connected to the first universal joint, and the second connecting portion is connected to the second universal joint.

[0012] In some examples of the present utility model, a fourth spline is arranged on the inner circumference of the first universal joint, a fifth spline is arranged on the outer circumference of the first connecting portion, and the fourth spline and the fifth spline are in interference fit; a sixth spline is arranged on the inner circumference of the second universal joint, a seventh spline is arranged on the outer circumference of the second connecting portion, and the sixth spline and the seventh spline are in interference fit.

[0013] In some examples of the present utility model, the first universal joint is one of a cross universal joint and a constant velocity universal joint; and / or the second universal joint is one of a cross universal joint and a constant velocity universal joint.

[0014] In some examples of the present utility model, the drive shaft assembly further includes: a seal, the seal being disposed at the connection between the first spline and the third spline, and / or the connection between the second spline and the third spline.

[0015] The vehicle according to the present utility model includes: the drive shaft assembly, the main reducer, and the transfer case described above, the main reducer being connected to the first universal joint, and the transfer case being connected to the second universal joint.

[0016] Compared with the prior art, the present utility model adopts a method of arranging a first spline on the input shaft, a second spline on the output shaft, and a third spline on the connecting shaft, with the first spline connected to the third spline and the second spline connected to the third spline, so that the input shaft and the output shaft can slide and telescopic along the length direction of the connecting shaft. Moreover, the input shaft is connected to the first universal joint, the first universal joint is adapted to be connected to the main reducer, the output shaft is connected to the second universal joint, and the second universal joint is adapted to be connected to the transfer case. Such an arrangement can enable the drive shaft assembly to transmit the power between the main reducer and the transfer case, and can also enable the first universal joint and the second universal joint to adjust the spatial angle of the drive shaft assembly, and can enable the drive shaft assembly to be free from the requirements and equipment limitations of dynamic balance verification, thereby saving the assembly steps and time of the whole vehicle, shortening the axial dimension of the drive shaft assembly, saving the layout space of the whole vehicle, and further increasing the size of the battery pack, as well as improving the power and endurance of the battery pack.

[0017] The additional aspects and advantages of the present utility model will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present utility model. Description of the Drawings

[0018] The above and / or additional aspects and advantages of the present utility model will become obvious and easy to understand from the description of the embodiments in conjunction with the following drawings, where:

[0019] Figure 1 is a schematic structural view of a drive shaft assembly according to an embodiment of the present utility model;

[0020] Figure 2 is a partial structural view of a drive shaft assembly according to an embodiment of the present utility model.

[0021] Reference Signs:

[0022] 100, drive shaft assembly;

[0023] 10. Input shaft; 11. First connection part; 12. Fifth spline; 20. Output shaft; 21. Second connection part; 22. Seventh spline; 30. Connecting shaft; 31. Third spline; 40. First universal joint; 50. Second universal joint; 60. Limiting part. Detailed implementation mode

[0024] The embodiments of the present invention will be described in detail below. The embodiments described with reference to the drawings are exemplary. The embodiments of the present invention will be described in detail below.

[0025] Reference will be made below Figure 1 and Figure 2 to describe the drive shaft assembly 100 according to an embodiment of the present invention. The drive shaft assembly 100 is applied to a vehicle. For example, a new energy vehicle.

[0026] As Figure 1 and Figure 2 shown, the drive shaft assembly 100 according to the present invention includes: an input shaft 10, an output shaft 20, and a connecting shaft 30. A first spline is provided on the inner circumference of the input shaft 10. One end of the input shaft 10 is connected to the first universal joint 40, and the first universal joint 40 is adapted to be nested and connected with the main reducer. A second spline is provided on the inner circumference of the output shaft 20. One end of the output shaft 20 is connected to the second universal joint 50, and the second universal joint 50 is adapted to be nested and connected with the transfer case. One end of the connecting shaft 30 passes through the input shaft 10, and the other end passes through the output shaft 20. A third spline 31 is provided on the outer circumference of the connecting shaft 30. The first spline is connected to the third spline 31 so that the input shaft 10 can slide and telescopically move along the length direction of the connecting shaft 30. The second spline is connected to the third spline 31 so that the output shaft 20 can slide and telescopically move along the length direction of the connecting shaft 30.

[0027] It can be understood that the input shaft 10, the output shaft 20, and the connecting shaft 30 constitute the main structure of the drive shaft assembly 100. The input shaft 10, the output shaft 20, and the connecting shaft 30 are all cylindrical. The input shaft 10 and the output shaft 20 are both hollow structures. One end of the input shaft 10 away from the output shaft 20 is connected to the first universal joint 40, and the first universal joint 40 is nested and connected with the main reducer, so that the drive shaft assembly 100 can be connected to the main reducer. One end of the output shaft 20 away from the input shaft 10 is connected to the second universal joint 50, and the second universal joint 50 is nested and connected with the transfer case, so that the drive shaft assembly 100 can be connected to the transfer case, and thus it is convenient for the drive shaft assembly 100 to transmit the power between the main reducer and the transfer case.

[0028] Among them, a first spline is provided on the inner circumference of the input shaft 10, a second spline is provided on the inner circumference of the output shaft 20, and a third spline 31 is provided on the outer circumference of the connecting shaft 30. Both ends of the connecting shaft 30 are respectively inserted into the hollow parts of the input shaft 10 and the output shaft 20, so that the first spline can be connected to the third spline 31, and the second spline can be connected to the third spline 31, thereby enabling the input shaft 10 to slide and expand along the length direction of the connecting shaft 30, and the output shaft 20 to slide and expand along the length direction of the connecting shaft 30.

[0029] Moreover, the first universal joint 40 and the input shaft 10 are connected as a whole, and the second universal joint 50 and the output shaft 20 are connected as a whole. Such a setting can avoid the transmission shaft assembly 100 being restricted by the equipment, and can also enable the transmission shaft assembly 100 not to require separate dynamic balance verification. As a result, the axial length of the transmission shaft assembly 100 can be reduced to less than 500 mm. This can make the transmission shaft assembly 100 not subject to the requirements of dynamic balance verification and equipment restrictions, and can also save the assembly steps and time of the whole vehicle, as well as save the layout space of the whole vehicle. Furthermore, it can increase the boundary of the battery pack, and improve the power and endurance of the battery pack.

[0030] Therefore, by providing a first spline on the input shaft 10, a second spline on the output shaft 20, and a third spline 31 on the connecting shaft 30, the first spline is connected to the third spline 31, and the second spline is connected to the third spline 31, thereby enabling the input shaft 10 and the output shaft 20 to slide and expand along the length direction of the connecting shaft 30. Moreover, the input shaft 10 is connected to the first universal joint 40, the first universal joint 40 is adapted to be nested and connected with the main reducer, the output shaft 20 is connected to the second universal joint 50, and the second universal joint 50 is adapted to be nested and connected with the transfer case. Such a setting can enable the transmission shaft assembly to transmit the power between the main reducer and the transfer case, and can also enable the first universal joint and the second universal joint to adjust the spatial angle of the transmission shaft assembly, and can enable the transmission shaft assembly 100 not to be subject to the requirements of dynamic balance verification and equipment restrictions. Thus, it can save the assembly steps and time of the whole vehicle, shorten the axial dimension of the transmission shaft assembly 100, and save the layout space of the whole vehicle. Furthermore, it can increase the size of the battery pack, and improve the power and endurance of the battery pack.

[0031] In particular, as Figure 1 and Figure 2 shown, the first spline, the second spline, and the third spline 31 are all straight keys extending along the axial direction of the input shaft 10, so that the input shaft 10 and the output shaft 20 can linearly slide along the length direction of the connecting shaft 30.

[0032] It can be understood that the first spline, the second spline, and the third spline 31 are all straight keys extending axially along the input shaft 10. Such a setting facilitates the connection between the first spline and the third spline 31, and the connection between the second spline and the third spline 31. It also allows relative movement between the first spline and the third spline 31, and relative movement between the second spline and the third spline 31. As a result, the input shaft 10 can linearly slide along the length direction of the connecting shaft 30, and the output shaft 20 can linearly slide along the length direction of the connecting shaft 30, thereby shortening the axial length of the transmission shaft assembly 100.

[0033] In addition, as Figure 1 and Figure 2 shown, the first spline and the second spline are internal splines, and the third spline 31 is an external spline. Such a setting enables the internal spline and the external spline to be nested and connected to each other, facilitating the connection between the first spline and the third spline 31, and the connection between the second spline and the third spline 31. Furthermore, it facilitates the linear sliding of the input shaft 10 along the length direction of the connecting shaft 30, and the linear sliding of the output shaft 20 along the length direction of the connecting shaft 30.

[0034] In addition, as Figure 1 and Figure 2 shown, the transmission shaft assembly 100 further includes: a limiting member 60, which is arranged between the inner circumference of the output shaft 20 and the outer circumference of the connecting shaft 30 to limit the axial cooperation between the connecting shaft 30 and the output shaft 20.

[0035] It can be understood that the limiting member 60 is located on the outer circumference of the connecting shaft 30, and the limiting member 60 is sleeved on the connecting shaft 30. When one end of the connecting shaft 30 passes through the output shaft 20, the limiting member 60 is located between the output shaft 20 and the connecting shaft 30, which can fix the position between the connecting shaft 30 and the output shaft 20, and also enable the axial limiting cooperation between the connecting shaft 30 and the output shaft 20, thus facilitating the installation and assembly of the transmission shaft assembly 100. For example, the limiting member 60 is one of a snap ring, a clamp, and a rubber ring, which facilitates the limiting of the output shaft 20 and the connecting shaft 30 by the limiting member 60.

[0036] Among them, as Figure 1 and Figure 2 shown, a limiting groove is formed on the connecting shaft 30, and the limiting member 60 is arranged in the limiting groove. Such a setting facilitates the arrangement of the limiting member 60 on the connecting shaft 30, thus facilitating the fixation between the connecting shaft 30 and the output shaft 20 through the limiting member 30, and further facilitating the installation and assembly of the transmission shaft assembly 100.

[0037] In addition, as Figure 2As shown, a first connecting portion 11 is provided at one end of the input shaft 10 away from the output shaft 20, and a second connecting portion 21 is provided at one end of the output shaft 20 away from the input shaft 10. The first connecting portion 11 is connected to the first universal joint 40, and the second connecting portion 21 is connected to the second universal joint 50.

[0038] That is to say, a first connecting portion 11 is provided at one end of the input shaft 10 away from the output shaft 20. The first connecting portion 11 is connected to the first universal joint 40, and the first universal joint 40 is nested and connected to the main reducer, so that the drive shaft assembly 100 can be connected to the main reducer. A second connecting portion 21 is provided at one end of the output shaft 20 away from the input shaft 10. The second connecting portion 21 is connected to the second universal joint 50, and the second universal joint 50 is nested and connected to the transfer case, so that the drive shaft assembly 100 can be connected to the transfer case. Such a setting not only facilitates the drive shaft assembly 100 to transmit power between the main reducer and the transfer case, but also enables the drive shaft assembly 100 to be free from separate dynamic balance verification, thus facilitating the relative distance between the first universal joint 40 and the input shaft 10 and the second universal joint 50 and the output shaft 20, and further enabling the axial length of the drive shaft assembly 100 to be shortened according to actual conditions.

[0039] In addition, as Figure 1 shown, a fourth spline is provided on the inner circumference of the first universal joint 40, and a fifth spline 12 is provided on the outer circumference of the first connecting portion 11. The fourth spline and the fifth spline 12 are in interference fit; a sixth spline is provided on the inner circumference of the second universal joint 50, and a seventh spline 22 is provided on the outer circumference of the second connecting portion 21. The sixth spline and the seventh spline 22 are in interference fit.

[0040] It can be understood that a fourth spline is provided on the inner circumference of the first universal joint 40, and a fifth spline 12 is provided on the outer circumference of the first connecting portion 11. The fourth spline and the fifth spline 12 are in interference fit. Such a setting can connect the first universal joint 40 and the input shaft 10 into a whole. When the axial length of the drive shaft assembly 100 changes, the first universal joint 40 and the input shaft 10 move together, thereby improving the accuracy of the length of the drive shaft assembly 100. A sixth spline is provided on the inner circumference of the second universal joint 50, and a seventh spline 22 is provided on the outer circumference of the second connecting portion 21. The sixth spline and the seventh spline 22 are in interference fit. Such a setting can connect the second universal joint 50 and the output shaft 20 into a whole. When the axial length of the drive shaft assembly 100 changes, the second universal joint 50 and the output shaft 20 move together, thereby improving the accuracy of the length of the drive shaft assembly 100, and further shortening the axial dimension of the drive shaft assembly 100 and increasing the boundary of the battery pack.

[0041] Alternatively, the first universal joint 40 and the first connecting portion 11 are integrally formed, and the second universal joint 50 and the second connecting portion 21 are integrally formed. Such an arrangement enables the first universal joint 40 and the input shaft 10 to be connected as a whole, and the second universal joint 50 and the output shaft 20 to be connected as a whole. When the axial length of the drive shaft assembly 100 changes, the first universal joint 40 and the input shaft 10 move together, and the second universal joint 50 and the output shaft 20 move together. This can improve the accuracy of the length of the drive shaft assembly 100, thereby shortening the axial dimension of the drive shaft assembly 100 and increasing the boundary of the battery pack.

[0042] Optionally, as Figure 1 shown, the first universal joint 40 is one of a cross universal joint and a constant velocity universal joint; the second universal joint 50 is one of a cross universal joint and a constant velocity universal joint. It can be understood that the first universal joint 40 and the second universal joint 50 can be a cross universal joint or a constant velocity universal joint, which is selected according to the dynamic maximum angle of the specific vehicle model to ensure that the drive shaft assembly 100 transmits the power between the main reducer and the transfer case. When relative movement occurs between the main reducer and the transfer case, the first universal joint 40 and the second universal joint 50 can adjust the angle, facilitating the transmission of power in the vehicle.

[0043] In addition, the drive shaft assembly 100 further includes: a seal, which is provided at the connection between the first spline and the third spline 31 and at the connection between the second spline and the third spline 31. That is to say, a seal is provided at the connection between the first spline and the third spline 31, and a seal is also provided at the connection between the second spline and the third spline 31. Such an arrangement can prevent liquid or gas from entering the input shaft 10 or the output shaft 20 through the connection, thereby ensuring the performance of the drive shaft assembly 100 and extending the service life of the drive shaft assembly 100.

[0044] A vehicle according to the present utility model includes: the drive shaft assembly 100, the main reducer, and the transfer case of the above embodiments. The main reducer is connected to the first universal joint 40, and the transfer case is connected to the second universal joint 50. By providing a first spline on the input shaft 10, a second spline on the output shaft 20, and a third spline 31 on the connecting shaft 30, with the first spline connected to the third spline 31 and the second spline connected to the third spline 31, the input shaft 10 and the output shaft 20 can slide telescopically along the length direction of the connecting shaft 30. Moreover, the input shaft 10 is connected to the first universal joint 40, and the first universal joint 40 is adapted to be nestedly connected to the main reducer. The output shaft 20 is connected to the second universal joint 50, and the second universal joint 50 is adapted to be nestedly connected to the transfer case. Such a setting enables the drive shaft assembly to transmit power between the main reducer and the transfer case, allows the first universal joint and the second universal joint to adjust the spatial angle of the drive shaft assembly, and enables the drive shaft assembly 100 to be free from the requirements of dynamic balance verification and equipment limitations. As a result, the assembly steps and time of the whole vehicle can be saved, the axial dimension of the drive shaft assembly 100 can be shortened, the layout space of the whole vehicle can be saved, the size of the battery pack can be increased, and the power and endurance of the battery pack can be improved.

[0045] In the description of the present utility model, it should be understood that the orientation or positional relationship indicated by terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present utility model.

[0046] In the description of the present utility model, the "first feature" and the "second feature" may include one or more of such features. In the description of the present utility model, the meaning of "a plurality" is two or more. In the description of the present utility model, the first feature being "above" or "below" the second feature may include the first and second features being in direct contact, or may include the first and second features not being in direct contact but being in contact through other features therebetween. In the description of the present utility model, the first feature being "above", "over" and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature.

[0047] In the description of this specification, the descriptions with reference to the terms "one embodiment", "some embodiments", "illustrative embodiments", "examples", "specific examples", or "some examples", etc. mean that the specific features, structures, materials, or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present utility model. In this specification, the schematic descriptions of the above terms do not necessarily refer to the same embodiment or example.

[0048] Although the embodiments of the present utility model have been shown and described, those of ordinary skill in the art can understand that various changes, modifications, substitutions, and variations can be made to these embodiments without departing from the principles and spirit of the present utility model, and the scope of the present utility model is defined by the claims and their equivalents.

Claims

1. A transmission shaft assembly (100), characterized in that: include: An input shaft (10), wherein a first spline is arranged on the inner circumference of the input shaft (10), one end of the input shaft (10) is connected to a first universal joint (40), and the first universal joint (40) is suitable for being connected to a main reducer; An output shaft (20), wherein a second spline is arranged on the inner circumference of the output shaft (20), one end of the output shaft (20) is connected to a second universal joint (50), and the second universal joint (50) is suitable for being connected to a transfer case; A connecting shaft (30), one end of the connecting shaft (30) is passed through the input shaft (10), and the other end is passed through the output shaft (20), a third spline (31) is arranged on the outer periphery of the connecting shaft (30), the first spline is connected to the third spline (31) so that the input shaft (10) can slide and retract along the length direction of the connecting shaft (30), and the second spline is connected to the third spline (31) so that the output shaft (20) can slide and retract along the length direction of the connecting shaft (30).

2. The transmission shaft assembly (100) according to claim 1, characterized in that: The first spline, the second spline and the third spline (31) are all straight keys extending in the axial direction of the input shaft (10), so that the input shaft (10) and the output shaft (20) can slide linearly in the length direction of the connecting shaft (30).

3. The transmission shaft assembly (100) according to claim 1, characterized in that: The first spline and the second spline are internal splines, and the third spline (31) is an external spline.

4. The transmission shaft assembly (100) according to claim 1, characterized in that: Also includes: A limit member (60) is disposed between the inner periphery of the output shaft (20) and the outer periphery of the connecting shaft (30) so that the connecting shaft (30) and the output shaft (20) are matched at the axial upper limit position of the output shaft (20).

5. The transmission shaft assembly (100) according to claim 4, characterized in that: A limiting groove is formed on the connecting shaft (30), and the limiting member (60) is arranged in the limiting groove.

6. The transmission shaft assembly (100) according to claim 1, characterized in that: A first connection portion (11) is provided at one end of the input shaft (10) away from the output shaft (20), and a second connection portion (21) is provided at one end of the output shaft (20) away from the input shaft (10); the first connection portion (11) is connected to the first universal joint (40), and the second connection portion (21) is connected to the second universal joint (50).

7. The transmission shaft assembly (100) according to claim 6, characterized in that: A fourth spline is arranged on the inner periphery of the first universal joint (40), a fifth spline (12) is arranged on the outer periphery of the first connecting portion (11), and the fourth spline and the fifth spline (12) are interference fit; A sixth spline is arranged on the inner periphery of the second universal joint (50), and a seventh spline (22) is arranged on the outer periphery of the second connecting portion (21), and the sixth spline and the seventh spline (22) are interference fit.

8. The transmission shaft assembly (100) according to claim 1, characterized in that: The first universal joint (40) is one of a cross universal joint and a constant velocity universal joint; and / or The second universal joint (50) is one of a cross universal joint and a constant velocity universal joint.

9. The transmission shaft assembly (100) according to claim 1, characterized in that: Also includes: A sealing member is provided at a connection between the first spline and the third spline (31), and / or at a connection between the second spline and the third spline (31).

10. A vehicle, characterized in that: include: The transmission shaft assembly (100) according to any one of claims 1 to 9; A main reducer connected to the first universal joint (40); A transfer case is connected to the second universal joint (50).

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