Driving shaft assembly and vehicle

Abstract

The utility model provides a driving shaft assembly and a vehicle, relates to the technical field of automobiles, and aims to solve the problem that abnormal sound is generated between an outer ball cage and a hub bearing when torsion is generated between the outer ball cage and the hub bearing. The driving shaft assembly comprises a driving shaft, a hub bearing, an outer ball cage and a sliding ring. The hub bearing is sleeved on the driving shaft; the outer ball cage is connected with the driving shaft and located on the side, in the axial direction of the driving shaft, of the hub bearing. A sliding groove is formed in the surface of the side, facing the hub bearing, of the outer ball cage, and the sliding groove is formed in the circumferential direction of the driving shaft. At least part of the sliding ring is located in the sliding groove, and the sliding ring can rotate along with the hub bearing.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a drive shaft assembly and a vehicle. Background Technology

[0002] Vehicles typically transmit power from the powertrain to the wheels via a drive shaft, causing the drive wheels to rotate. The drive shaft is usually connected to the wheels by passing through and being fitted into a wheel hub bearing. The outer ball joint of the drive shaft is located axially outside the wheel hub bearing, and is used to transmit engine power from the transmission to the wheels.

[0003] In related technologies, a friction-reducing shim is provided between the wheel hub bearing and the outer ball cage. A limiting protrusion is provided on the outer surface of the friction-reducing shim near its edge. A hemispherical protrusion is provided on the outer surface of the limiting protrusion near the axis of the wear-resistant shim body. A limiting groove is provided on the outer surface of the hemispherical protrusion, and the limiting protrusion is located inside the limiting groove. However, the torque provided by the outer ball cage of the drive shaft may cause viscous friction impact due to relative movement between the end face of the outer ball cage and the end face of the bearing inner ring, resulting in abnormal noise.

[0004] Therefore, when torque is generated between the outer ball cage and the wheel hub bearing, abnormal noise between the outer ball cage and the wheel hub bearing is a problem that needs to be solved. Utility Model Content

[0005] This application provides a drive shaft assembly and a vehicle to solve the problem of abnormal noise occurring between the outer ball joint cage and the wheel hub bearing when torque is generated between them.

[0006] In a first aspect of this application, to solve the above-mentioned problems, a drive shaft assembly is provided, comprising: a drive shaft, a hub bearing, an outer ball cage, and a slip ring; the hub bearing is sleeved on the drive shaft; the outer ball cage is connected to the drive shaft and is located on the side of the hub bearing in the axial direction of the drive shaft; a groove is provided on the surface of the outer ball cage facing the hub bearing, the groove being arranged circumferentially along the drive shaft; at least a portion of the slip ring is located within the groove, and the slip ring is rotatable with the hub bearing.

[0007] This application provides a groove on the surface of the outer CV joint, with at least a portion of the slip ring located within the groove. The slip ring can rotate with the wheel hub bearing, so that when torque is generated between the outer CV joint and the wheel hub bearing, such as when the vehicle starts, stops, or accelerates, the wheel hub bearing can drive the slip ring to slide relative to the outer CV joint within the groove, thereby preventing creep noise between the wheel hub bearing and the outer CV joint.

[0008] In some embodiments of this application, the slip ring protrudes from the groove and contacts the hub bearing.

[0009] In this way, by having the slip ring protrude from the groove and contact the wheel hub bearing, the wheel hub bearing and the outer ball cage clamp the slip ring. When torque is generated between the outer ball cage and the wheel hub bearing, the wheel hub bearing can drive the slip ring to slide relative to the outer ball cage in the groove. This also avoids friction between the wheel hub bearing and the outer ball cage, which would cause abnormal noise. Furthermore, it facilitates the connection between the slip ring and the groove, improving the convenience of installing the slip ring.

[0010] In some embodiments of this application, the slip ring includes: a first contact surface where the slip ring contacts the hub bearing, and a second contact surface where the slip ring contacts the inner wall of the slide groove, wherein the friction coefficient of the first contact surface is greater than that of the second contact surface.

[0011] In this way, the friction coefficient of the first contact surface is greater than that of the second contact surface. When torque is generated between the outer ball cage and the hub bearing, the hub bearing can drive the slip ring to slide relative to the outer ball cage in the sliding groove, thus avoiding relative sliding between the slip ring and the hub bearing, which would cause friction or creep noise between the slip ring and the hub bearing.

[0012] In some embodiments of this application, the first contact surface is provided with an anti-slip coating.

[0013] In this way, the anti-slip coating on the first contact surface can not only further improve the friction between the slip ring and the hub bearing to ensure that the hub bearing can drive the slip ring to slide, but also facilitate the maintenance and repair of the slip ring.

[0014] In some embodiments of this application, there is a gap between the slip ring and the inner wall of the slip groove, and a lubricant is provided in the gap.

[0015] Thus, the lubricant between the inner wall of the slip ring and the groove can reduce the friction between the slip ring and the groove. When torque is generated between the outer ball cage and the hub bearing, the hub bearing can more easily drive the slip ring to slide relative to the outer ball cage in the groove, and can also prevent excessive wear between the slip ring and the groove.

[0016] In some embodiments of this application, the slip ring includes a body and a sealing assembly. At least a portion of the body is disposed within a groove and defines a gap between the body and the inner wall of the groove. The sealing assembly is disposed on the body and is arranged around the body circumferentially along the drive shaft. The sealing assembly is located between the groove and the body.

[0017] In this way, by placing the sealing assembly between the slip ring and the groove, and by setting the sealing assembly around the body in the circumference of the drive shaft, the sealing assembly can seal the gap, preventing lubricant leakage in the gap, which would result in lubricant waste or increased friction between the slip ring and the groove.

[0018] In some embodiments of this application, the sealing assembly includes a first sealing element and a second sealing element. The first sealing element is connected to the outer peripheral wall of the body and contacts the inner wall of the slide groove; the second sealing element is connected to the inner peripheral wall of the body and contacts the inner wall of the slide groove.

[0019] Thus, by connecting the first seal to the outer peripheral wall of the body and the second seal to the inner peripheral wall of the body, the gap between the outer peripheral wall of the first seal body and the slide groove is sealed, and the gap between the inner peripheral wall of the first seal body and the slide groove is sealed, thereby improving the sealing effect of the sealing assembly.

[0020] In some embodiments of this application, the distance between the inner circumferential surface of the first seal and the outer circumferential surface of the first seal gradually decreases in the direction of the hub bearing toward the outer ball cage, and the distance between the inner circumferential surface of the second seal and the outer circumferential surface of the second seal gradually decreases.

[0021] In this way, the distance between the inner and outer circumferential surfaces of the first seal gradually decreases, that is, the thickness of the first seal gradually decreases. Similarly, the distance between the inner and outer circumferential surfaces of the second seal gradually decreases, and the thickness of the second seal also gradually decreases. This not only makes it easier for the slip ring to be embedded in the groove, but also makes the sealing assembly easier to deform as the slip ring is gradually embedded in the groove, thereby improving the sealing effect.

[0022] In some embodiments of this application, the orthographic projection of the inner circumferential surface of the first seal on the first cross section is a first line segment, and the extension direction of the first line segment is consistent with the axial direction of the drive shaft; the first cross section passes through the axis of the first seal; the orthographic projection of the outer circumferential surface of the second seal on the first cross section is a second line segment, and the extension direction of the second line segment is consistent with the axial direction of the drive shaft.

[0023] Thus, along the axial direction of the drive shaft, the inner peripheral wall of the first seal fits against the outer peripheral wall of the body, making the connection between the first seal and the body tighter. The outer peripheral wall of the second seal fits against the inner peripheral wall of the body, making the connection between the second seal and the body tighter. It also makes it easier for the slip ring to be embedded in the slip groove, facilitating the installation of the slip ring.

[0024] In a second aspect of this application, a vehicle is provided, comprising: a drive shaft assembly of any of the foregoing embodiments.

[0025] Since the vehicle provided in this application includes the drive shaft assembly described in the first aspect above, both can solve the same problem and achieve the same effect, and will not be described in detail here.

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

[0027] (1) This application provides a groove on the surface of the outer CV joint, with at least a portion of the slip ring located in the groove, and the slip ring can rotate with the wheel hub bearing, so that when torque is generated between the outer CV joint and the wheel hub bearing, such as when the vehicle starts, stops or accelerates, the wheel hub bearing can drive the slip ring to slide relative to the outer CV joint in the groove, thereby avoiding creep noise between the wheel hub bearing and the outer CV joint.

[0028] (2) In this way, by protruding the slip ring out of the groove and contacting the slip ring with the hub bearing, the hub bearing and the outer ball cage clamp the slip ring. When torque is generated between the outer ball cage and the hub bearing, the hub bearing can drive the slip ring to slide relative to the outer ball cage in the groove. This can also prevent the hub bearing and the outer ball cage from rubbing against each other and producing abnormal noise. In addition, it facilitates the connection between the slip ring and the groove and improves the convenience of installing the slip ring.

[0029] (3) In this way, the friction coefficient of the first contact surface is greater than that of the second contact surface. When torque is generated between the outer ball cage and the hub bearing, the hub bearing can drive the slip ring to slide relative to the outer ball cage in the slip groove, thus avoiding relative sliding between the slip ring and the hub bearing, which would cause friction or creep noise between the slip ring and the hub bearing.

[0030] (4) Thus, a lubricant is provided between the inner wall of the slip ring and the groove, which can reduce the friction between the slip ring and the groove. When torque is generated between the outer ball cage and the hub bearing, the hub bearing can more easily drive the slip ring to slide relative to the outer ball cage in the groove, and can also avoid excessive wear between the slip ring and the groove.

[0031] (5) In this way, by placing the sealing assembly between the slip ring and the groove, and by setting the sealing assembly around the body in the circumference of the drive shaft, the sealing assembly can seal the gap, preventing the lubricant from leaking in the gap, causing lubricant waste or increased friction between the slip ring and the groove.

[0032] (6) In this way, the distance between the inner circumferential surface of the first seal and the outer circumferential surface of the first seal gradually decreases, that is, the thickness of the first seal gradually decreases. The distance between the inner circumferential surface of the second seal and the outer circumferential surface of the second seal gradually decreases, and the thickness of the second seal also gradually decreases. This not only makes it easier for the slip ring to be embedded in the groove, but also makes the sealing assembly easier to deform as the slip ring is gradually embedded in the groove, thereby improving the sealing effect. Attached Figure Description

[0033] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application, and do not constitute an undue limitation of this application.

[0034] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application;

[0035] Figure 2 This is a schematic diagram of the drive shaft assembly structure provided in an embodiment of this application;

[0036] Figure 3 This is a schematic diagram of the outer ball cage structure provided in an embodiment of this application;

[0037] Figure 4 This is a schematic diagram of the slip ring structure provided in an embodiment of this application.

[0038] In the figure, 100 is the drive shaft assembly; 10 is the drive shaft; 20 is the wheel hub bearing; 30 is the outer ball cage; 31 is the slide groove; 40 is the slip ring; 41 is the first contact surface; 42 is the second contact surface; 43 is the gap; 44 is the body; 45 is the sealing assembly; 451 is the first seal; 452 is the second seal; and 1000 is the vehicle. Detailed Implementation

[0039] To enable those skilled in the art to better understand the technical solutions of this application, the technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0040] It should be noted that the terms "first," "second," etc., used in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0041] Automobiles typically transmit power from the powertrain to the drive wheels via a drive shaft, causing the drive wheels to rotate. The drive wheels are equipped with hub bearings. An outer ball cage is located on the outer wall of the drive shaft near the end that connects to the drive wheel. The end of the drive shaft that connects to the drive wheel extends into the inner ring of the hub bearing and is connected to the inner ring via a spline. A clamping element is connected to the end face of the drive shaft that connects to the inner ring. The outer ball cage and the clamping element clamp the two ends of the inner ring, thus assembling the outer ball cage onto the inner ring.

[0042] When a car transitions from a stationary state to a moving state, such as when starting or reversing, a significant torque is generated between the drive shaft and the outer ball cage of the drive shaft and the inner ring of the bearing. With the development of powertrain technology and increasing user demands for vehicle acceleration performance, especially in new energy vehicles where electric motors are widely used, the torque build-up between the drive shaft, the outer ball cage, and the inner ring of the bearing is rapid when the car transitions from a stationary state to a moving state. The torque provided by the outer ball cage may exceed the clamping force of the outer ball cage on the inner ring of the bearing, resulting in the maximum static friction force generated at the end faces of the outer ball cage and the inner ring of the bearing. This causes relative movement between the end faces of the outer ball cage and the inner ring of the bearing, and the resulting viscous friction impact produces abnormal noise.

[0043] It should be noted that the drive shaft is an important component of the automotive transmission system. Its main function is to effectively transmit the output power of the transmission to the wheels, thereby driving the car forward.

[0044] Wheel hub bearings are components that connect the drive wheels and the drive shaft. The main function of wheel hub bearings is to bear the load and corresponding friction of the wheels, which is the basis for ensuring the normal operation of the vehicle. They also ensure that the tires rotate normally without obstruction, thus ensuring the smoothness and safety of the vehicle's operation.

[0045] The main function of the outer CV joint is to transmit the engine's power 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 drive more smoothly.

[0046] In the first aspect covered by this application, Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application; Figure 2 This is a schematic diagram of the drive shaft assembly structure provided in an embodiment of this application; Figure 3 This is a schematic diagram of the outer ball cage structure provided in an embodiment of this application; as shown Figure 1 , Figure 2 and Figure 3 As shown, to solve the above problems, a drive shaft assembly 100 is provided, which includes: a drive shaft 10, a hub bearing 20, an outer ball cage 30, and a slip ring 40; the hub bearing 20 is sleeved on the drive shaft 10; the outer ball cage 30 is connected to the drive shaft 10 and is located on the side of the hub bearing 20 in the axial direction of the drive shaft 10; a groove 31 is provided on the surface of the outer ball cage 30 facing the hub bearing 20, and the groove 31 is arranged along the circumference of the drive shaft 10; at least a portion of the slip ring 40 is located in the groove 31, and the slip ring 40 is rotatable with the hub bearing 20.

[0047] Among them, the slide groove 31 is an annular groove continuously arranged along the circumference of the drive shaft 10.

[0048] In this embodiment, at least part of the slip ring 40 is located within the slide groove 31. The portion of the slip ring 40 located within the slide groove 31 can be configured in the same shape as the slide groove 31, which can make the slip ring 40 more stable inside the slide groove 31 and prevent the slip ring 40 from falling out of the slide groove 31. Alternatively, the portion of the slip ring 40 located within the slide groove 31 can be configured in a different shape than the slide groove 31. This application does not limit this.

[0049] In addition, the slip ring 40 can be made of metal, ceramic or composite materials, and this application does not limit the material.

[0050] This application provides a groove 31 on the surface of the outer CV joint 30, with at least a portion of the slip ring 40 located within the groove 31. The slip ring 40 can rotate with the wheel hub bearing 20, so that when torque is generated between the outer CV joint 30 and the wheel hub bearing 20, such as when the vehicle 1000 starts, stops, or accelerates, the wheel hub bearing 20 can drive the slip ring 40 to slide relative to the outer CV joint 30 within the groove 31, thereby preventing creep noise between the wheel hub bearing 20 and the outer CV joint 30.

[0051] In some embodiments of the present application, Figure 2 and Figure 3 As shown, the slip ring 40 protrudes from the slip groove 31 and contacts the wheel hub bearing 20.

[0052] The slip ring 40 can be fitted to the wheel hub bearing 20 on the side closest to the wheel hub bearing 20 to increase the friction between the slip ring 40 and the wheel hub bearing 20. This application does not limit this.

[0053] In this way, by having the slip ring 40 protrude from the groove 31 and contact the hub bearing 20, the hub bearing 20 and the outer ball cage 30 clamp the slip ring 40. When torque is generated between the outer ball cage 30 and the hub bearing 20, the hub bearing 20 can drive the slip ring 40 to slide relative to the outer ball cage 30 within the groove 31. This also avoids friction between the hub bearing 20 and the outer ball cage 30, which could cause abnormal noise. Furthermore, it facilitates the connection between the slip ring 40 and the groove 31, improving the ease of installing the slip ring 40.

[0054] In some embodiments of the present application, Figure 2 , Figure 3 and Figure 4 As shown, the slip ring 40 includes: the surface of the slip ring 40 that contacts the hub bearing 20 is a first contact surface 41, and the surface of the slip ring 40 that contacts the inner wall of the slide groove 31 is a second contact surface 42. The friction coefficient of the first contact surface 41 is greater than the friction coefficient of the second contact surface 42.

[0055] The second contact surface 42 can be a single plane that contacts the inner wall of the slide ring 40 and the slide groove 31, or it can be multiple planes that contact the inner wall of the slide ring 40 and the slide groove 31. This application does not limit this.

[0056] In this way, the coefficient of friction of the first contact surface 41 is greater than that of the second contact surface 42. When torque is generated between the outer ball cage 30 and the hub bearing 20, the hub bearing 20 can drive the slip ring 40 to slide relative to the outer ball cage 30 in the sliding groove 31, thus avoiding relative sliding between the slip ring 40 and the hub bearing 20, which would cause friction or creep noise between the slip ring 40 and the hub bearing 20.

[0057] In some embodiments of this application, the first contact surface 41 is provided with an anti-slip coating.

[0058] The anti-slip coating can be a physical anti-slip coating, a chemical anti-slip coating, a water-based anti-slip coating, or a nano anti-slip coating, etc., and this application does not limit it.

[0059] In this way, the anti-slip coating on the first contact surface 41 can not only further improve the friction between the slip ring 40 and the hub bearing 20 to ensure that the hub bearing 20 can drive the slip ring 40 to slide, but also facilitate the maintenance and repair of the slip ring 40.

[0060] In addition, making the friction coefficient of the first contact surface 41 greater than that of the second contact surface 42 can increase the roughness of the first contact surface 41. Multiple small protrusions can also be provided on the first contact surface 41, but this application does not limit this.

[0061] In some embodiments of the present application, Figure 2 , Figure 3 and Figure 4 As shown, there is a gap 43 between the slip ring 40 and the inner wall of the groove 31, and lubricant is provided in the gap 43.

[0062] The lubricant can be mineral lubricant, vegetable lubricant, animal lubricant or synthetic lubricant, etc., and this application does not limit it.

[0063] Thus, the lubricant provided between the inner wall of the slip ring 40 and the groove 31 can reduce the friction between the slip ring 40 and the groove 31. When torque is generated between the outer ball cage 30 and the hub bearing 20, the hub bearing 20 can more easily drive the slip ring 40 to slide relative to the outer ball cage 30 in the groove 31, and can also prevent excessive wear of the slip ring 40 and the groove 31.

[0064] In some embodiments of the present application, Figure 2 , Figure 3 and Figure 4As shown, the slip ring 40 includes a body 44 and a sealing assembly 45. At least a portion of the body 44 is disposed within the slide groove 31 and defines a gap 43 between the body 44 and the inner wall of the slide groove 31. The sealing assembly 45 is disposed on the body 44 and is arranged around the body 44 in the circumferential direction along the drive shaft 10. The sealing assembly 45 is located between the slide groove 31 and the body 44.

[0065] The sealing component 45 can be made of a flexible material. The groove 31 and the slip ring 40 compress the sealing component 45 to enhance its sealing performance.

[0066] In this way, by placing the sealing assembly 45 between the slip ring 40 and the slide groove 31, and by arranging the sealing assembly 45 around the body 44 along the circumference of the drive shaft 10, the sealing assembly 45 can seal the gap 43, preventing lubricant leakage in the gap 43, which would result in lubricant waste or increased friction between the slip ring 40 and the slide groove 31.

[0067] In some embodiments of this application, the sealing component 45 may be made of vulcanized rubber.

[0068] Thus, the high strength of vulcanized rubber can give the sealing component 45 high strength, preventing damage caused by the compression of the groove 31 and the body 44. Vulcanized rubber also has wear-resistant properties, which can improve the service life of the sealing component 45.

[0069] In some embodiments of the present application, Figure 2 , Figure 3 and Figure 4 As shown, the sealing assembly 45 includes a first sealing element 451 and a second sealing element 452. The first sealing element 451 is connected to the outer peripheral wall of the body 44 and contacts the inner wall of the slide groove 31; the second sealing element 452 is connected to the inner peripheral wall of the body 44 and contacts the inner wall of the slide groove 31.

[0070] The connection between the first seal 451 and the body 44 can be by adhesive bonding or by an interference fit between the body 44 and the first seal 451. The connection between the second seal 452 and the body 44 can also be by adhesive bonding or by an interference fit between the body 44 and the second seal 452. This application does not limit the connection in this respect.

[0071] It should be noted that the inner circumferential surface of the first sealing member 451 is connected to the body 44, the outer circumferential surface of the first sealing member 451 is in contact with the inner wall surface of the slide groove 31, the outer circumferential surface of the second sealing member 452 is connected to the body 44, and the inner circumferential surface of the second sealing member 452 is in contact with the slide groove 31, so that the first sealing member 451 and the second sealing member 452 seal the gap between the body 44 and the slide groove 31.

[0072] Thus, by connecting the first seal 451 to the outer peripheral wall of the body 44 and the second seal 452 to the inner peripheral wall of the body 44, the gap between the outer peripheral wall of the body 44 and the slide groove 31 is sealed, and the gap between the inner peripheral wall of the body 44 and the slide groove 31 is sealed, thereby improving the sealing effect of the sealing assembly 45.

[0073] In some embodiments of the present application, Figure 2 and Figure 4 As shown, in the direction of the hub bearing 20 toward the outer ball cage 30, the distance between the inner circumferential surface of the first seal 451 and the outer circumferential surface of the first seal 451 gradually decreases, and the distance between the inner circumferential surface of the second seal 452 and the outer circumferential surface of the second seal 452 gradually decreases.

[0074] In this way, the distance between the inner and outer circumferential surfaces of the first seal 451 gradually decreases, that is, the thickness of the first seal 451 gradually decreases. Similarly, the distance between the inner and outer circumferential surfaces of the second seal 452 gradually decreases, and the thickness of the second seal 452 also gradually decreases. This not only makes it easier for the slip ring 40 to be embedded in the groove 31, but also makes the sealing assembly 45 easier to deform as the slip ring 40 is gradually embedded in the groove 31, thereby improving the sealing effect.

[0075] In some embodiments of the present application, Figure 2 and Figure 4 As shown, the orthographic projection of the inner circumferential surface of the first seal 451 onto the first cross section is a first line segment, and the extension direction of the first line segment is consistent with the axial direction of the drive shaft 10; the first cross section passes through the axis of the first seal 451; the orthographic projection of the outer circumferential surface of the second seal 452 onto the first cross section is a second line segment, and the extension direction of the second line segment is consistent with the axial direction of the drive shaft 10.

[0076] Thus, along the axial direction of the drive shaft 10, the inner peripheral wall of the first seal 451 fits against the outer peripheral wall of the body 44, making the connection between the first seal 451 and the body 44 tighter. The outer peripheral wall of the second seal 452 fits against the inner peripheral wall of the body 44, making the connection between the second seal 452 and the body 44 tighter. It also makes it easier for the slip ring 40 to be embedded in the slip groove 31, facilitating the installation of the slip ring 40.

[0077] In a second aspect of this application, a vehicle 1000 is provided, comprising: a drive shaft assembly 100 of any of the above claims.

[0078] Since the vehicle 1000 provided in this application embodiment 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 will not be described in detail here.

[0079] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A drive shaft assembly, characterized in that, include: Drive shaft (10); A hub bearing (20) is sleeved on the drive shaft (10); An outer ball cage (30) is connected to the drive shaft (10) and is located on one side of the hub bearing (20) in the axial direction of the drive shaft (10); a groove (31) is provided on the surface of the outer ball cage (30) facing the hub bearing (20), and the groove (31) is arranged along the circumference of the drive shaft (10); A slip ring (40), at least a portion of which is located within the groove (31), and which is rotatable with the hub bearing (20).

2. The drive shaft assembly according to claim 1, characterized in that, The slip ring (40) protrudes from the groove (31) and contacts the hub bearing (20).

3. The drive shaft assembly according to claim 2, characterized in that, The slip ring (40) includes: the surface of the slip ring (40) that contacts the hub bearing (20) is a first contact surface (41), and the surface of the slip ring (40) that contacts the inner wall of the slide groove (31) is a second contact surface (42). The friction coefficient of the first contact surface (41) is greater than the friction coefficient of the second contact surface (42).

4. The drive shaft assembly according to claim 3, characterized in that, The first contact surface (41) is provided with an anti-slip coating.

5. A drive shaft assembly according to claim 1, characterized in that, There is a gap (43) between the slip ring (40) and the inner wall of the groove (31), and a lubricant is provided in the gap (43).

6. The drive shaft assembly according to claim 5, characterized in that, The slip ring (40) includes: Body (44), at least a portion of which is disposed within the groove (31) and defines the gap (43) between the body (44) and the inner wall surface of the groove (31); A sealing assembly (45) is disposed on the body (44) and arranged around the body (44) in the circumferential direction along the drive shaft (10). The sealing assembly (45) is located between the groove (31) and the body (44).

7. The drive shaft assembly according to claim 6, characterized in that, The sealing assembly (45) includes: The first sealing element (451) is connected to the outer peripheral wall of the body (44) and contacts the inner wall of the groove (31); The second seal (452) is connected to the inner peripheral wall of the body (44) and contacts the inner wall of the groove (31).

8. The drive shaft assembly according to claim 7, characterized in that, The hub bearing (20) faces the outer ball cage (30), and the distance between the inner circumferential surface of the first seal (451) and the outer circumferential surface of the first seal (451) gradually decreases.

9. The drive shaft assembly according to claim 8, characterized in that, The orthographic projection of the inner circumferential surface of the first seal (451) onto the first cross section is a first line segment, and the extension direction of the first line segment is consistent with the axial direction of the drive shaft (10); the first cross section passes through the axis of the first seal (451); The orthographic projection of the outer peripheral surface of the second seal (452) onto the first cross section is a second line segment, and the extension direction of the second line segment is consistent with the axial direction of the drive shaft (10).

10. A vehicle, characterized in that, Includes the drive shaft assembly (100) as described in any one of claims 1-9 above.

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