Driving shaft and hub bearing assembling assembly, vehicle driving system and vehicle

Abstract

The utility model relates to a driving shaft and hub bearing assembling assembly, a vehicle driving system and a vehicle, relates to the technical field of vehicle transmission, and aims at solving the problem that in the using process of an existing driving shaft assembly and hub bearing connecting structure, an anti-attrition part is prone to being abraded, and abnormal sound is generated when the vehicle starts. The driving shaft and hub bearing assembling assembly comprises a hub bearing, a driving shaft, a first anti-attrition piece and a second anti-attrition piece. The driving shaft comprises a driving shaft body and a shaft head, and the driving shaft body penetrates through the hub bearing. The first anti-attrition piece is connected with the driving shaft. And the second anti-attrition piece is connected with the hub bearing. The hub bearing is provided with a first end face which is located on the side, close to the driving shaft body, of the hub bearing, and the driving shaft body is provided with a second end face which is located on the side, close to the hub bearing, of the driving shaft body. The driving shaft and hub bearing assembling assembly is used for assembling a driving shaft and a hub bearing.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle transmission, in particular to a driving shaft and hub bearing assembly, a vehicle driving system and a vehicle. BACKGROUND

[0002] The existing vehicle driving force transmission path is: engine power is transmitted to the transmission, then to the driving shaft, then to the hub bearing and finally to the wheel. The driving shaft and the hub bearing are fixed together through the half shaft nut, and the mating surfaces of the driving shaft and the hub bearing are machined surfaces, which bear a lot of normal pressure during driving force transmission. In addition, the driving shaft and the hub bearing are connected through the inner spline and the outer spline. When the vehicle starts from static, especially in the case of full throttle, the driving torque is large, at this time, the inner and outer spline will deform slightly, and the mating surfaces of the driving shaft and the hub bearing will slide in the circumferential direction at a small angle, so that the friction between the mating surfaces will produce abnormal noise.

[0003] The utility model patent with patent number "CN215096810U" discloses a driving shaft assembly and hub bearing connection structure. The device sets up the antifriction piece on the driving shaft end face, reduces the friction between the driving shaft end face and the hub bearing end face through the antifriction piece, so as to reduce the starting abnormal noise. However, the surface of the antifriction piece is prone to wear during long-term use, and the wear of the antifriction piece will also cause abnormal noise when the vehicle starts.

[0004] The existing driving shaft assembly and hub bearing connection structure is prone to wear of the antifriction piece during use, which causes abnormal noise when the vehicle starts. Utility model content

[0005] One of the purposes of the present utility model is to provide a driving shaft and hub bearing assembly to solve the problem of abnormal noise when the vehicle starts due to wear of the antifriction piece in the existing driving shaft assembly and hub bearing connection structure during use. The second purpose of the present utility model is to provide a vehicle driving system. The third purpose of the present utility model is to provide a vehicle.

[0006] In order to achieve the above purposes, the technical scheme adopted by the present utility model is as follows:

[0007] In one aspect, the embodiments of the present application provide a drive shaft and hub bearing assembly, which comprises a hub bearing, a drive shaft, a first friction reducing member and a second friction reducing member. The drive shaft comprises a drive shaft body and a shaft head, and the drive shaft body is arranged in the hub bearing. The first friction reducing member is connected with the drive shaft. The second friction reducing member is connected with the hub bearing. The hub bearing has a first end face, which is located on a side of the hub bearing close to the drive shaft body. The drive shaft body has a second end face, which is located on a side of the drive shaft body close to the hub bearing. Along the rotation axis of the drive shaft, the first friction reducing member and the second friction reducing member abut each other, so that the first end face and the second end face are arranged in a spaced manner.

[0008] According to the above technical means, since the first friction reducing member is connected with the drive shaft and the second friction reducing member is connected with the hub bearing, the first friction reducing member can rotate with the drive shaft and the second friction reducing member can rotate with the hub bearing. In actual application, the first friction reducing member and the drive shaft do not rotate relative to each other, and the second friction reducing member and the hub bearing do not rotate relative to each other, so that abnormal sound caused by friction between the first friction reducing member and the drive shaft and between the second friction reducing member and the hub bearing is avoided. The first friction reducing member and the second friction reducing member can separate the first end face and the second end face, so that the first end face and the second end face do not directly contact each other, and abnormal sound caused by friction between the first end face and the second end face during vehicle starting is avoided. In actual application, the surfaces of the sides of the first friction reducing member and the second friction reducing member abutting each other can be smooth surfaces. In this way, the friction between the first friction reducing member and the second friction reducing member during vehicle starting is small and is not prone to produce sound, so that abnormal sound caused by vehicle starting is eliminated.

[0009] In actual application, during vehicle starting, the first friction reducing member and the drive shaft do not rotate relative to each other, the second friction reducing member and the hub bearing do not rotate relative to each other, and the first friction reducing member only rotates relative to the second friction reducing member, and the sides of the first friction reducing member and the second friction reducing member abutting each other can be smooth surfaces, so that the first friction reducing member and the second friction reducing member are not prone to wear during vehicle starting. In this way, it can be ensured that the first friction reducing member and the second friction reducing member are not prone to wear during long-term use of the vehicle, so that abnormal sound caused by vehicle starting after use for a certain period of time is avoided.

[0010] In some embodiments, the first friction reducing member comprises a first friction reducing part, and the second friction reducing member comprises a second friction reducing part. At least part of the first friction reducing part and at least part of the second friction reducing part are located between the first end face and the second end face.

[0011] According to the above technical means, the normal force between the first end face and the second end face directly acts on the first friction reducing part and the second friction reducing part, so that the first friction reducing part and the second friction reducing part are not prone to deformation.

[0012] In some embodiments, the first friction-reducing part further comprises a first fixing part. The first fixing part is connected with the first friction-reducing part, is located on the side of the first friction-reducing part away from the wheel hub bearing, and wraps around the outer surface of the drive shaft body.

[0013] According to the above technical means, the position of the first fixing part can be fixed, and the first fixing part is not prone to shaking relative to the drive shaft. Since the first fixing part is connected with the first friction-reducing part, the position of the first friction-reducing part is fixed after the position of the first fixing part is fixed, and the first friction-reducing part is prevented from shaking during use, thereby ensuring the stability of the first friction-reducing part.

[0014] In some embodiments, the second friction-reducing part further comprises a second fixing part. The second fixing part is connected with the second friction-reducing part, is located on the side of the second friction-reducing part away from the wheel hub bearing, and wraps around the outer side of the first fixing part.

[0015] According to the above technical means, the position of the second fixing part can also be fixed, and the second fixing part is not prone to shaking relative to the first fixing part. Since the second fixing part is connected with the second friction-reducing part, the second fixing part can limit the second friction-reducing part, thereby ensuring the stability of the second friction-reducing part during use.

[0016] In some embodiments, the first friction-reducing part is annular.

[0017] According to the above technical means, in actual application, the second end surface is usually annular, and when the first friction-reducing part is also annular, the first friction-reducing part can completely cover the second end surface, thereby preventing the second end surface from contacting the second friction-reducing part or the first end surface.

[0018] In some embodiments, the second friction-reducing part is annular.

[0019] According to the above technical means, in actual application, the first end surface is also usually annular, and when the second friction-reducing part is also annular, the second friction-reducing part can cover the part of the first end surface in contact with the first friction-reducing part, thereby preventing the first end surface from contacting the first friction-reducing part or the second end surface.

[0020] In some embodiments, the first friction-reducing part is sheet-shaped.

[0021] According to the above technical means, the first end surface and the second end surface do not need to reserve too much setting space for the first friction-reducing part, and the setting of the first friction-reducing part can be prevented from affecting the normal connection of the drive shaft to the wheel hub bearing.

[0022] In some embodiments, the second friction-reducing part is sheet-shaped.

[0023] According to the above technical means, the first end surface and the second end surface also do not need to reserve too much setting space for the second wear-reducing part, thereby avoiding the influence of the setting of the second wear-reducing part on the normal connection of the drive shaft to the hub bearing.

[0024] In some embodiments, the first wear-reducing part further comprises a first wear-reducing layer. The first wear-reducing layer is coated on one side of the first wear-reducing part close to the second wear-reducing part.

[0025] According to the above technical means, the first wear-reducing layer can reduce the friction between the first wear-reducing part and the second wear-reducing part, thereby avoiding the generation of abnormal sound due to the mutual friction between the first wear-reducing part and the second wear-reducing part during the starting of the vehicle.

[0026] In some embodiments, the second wear-reducing part further comprises a second wear-reducing layer. The second wear-reducing layer is coated on one side of the second wear-reducing part close to the first wear-reducing part.

[0027] According to the above technical means, the first wear-reducing layer and the second wear-reducing layer are in contact with each other, thereby greatly reducing the friction between the first wear-reducing part and the second wear-reducing part, so as to avoid the generation of abnormal sound due to the mutual friction between the first wear-reducing part and the second wear-reducing part during the starting of the vehicle.

[0028] In another aspect, the embodiments of the present application also provide a vehicle drive system, which comprises the drive shaft and hub bearing assembly described above.

[0029] In still another aspect, the embodiments of the present application also provide a vehicle, which comprises the vehicle drive system described above.

[0030] Since the vehicle provided by the embodiments of the present application comprises the drive shaft and hub bearing assembly in the first aspect, the same technical problems as the drive shaft and hub bearing assembly described above can be solved, and the same technical effects can be achieved, which will not be described here.

[0031] Therefore, the above technical features of the present application have the following beneficial effects:

[0032] (1) The first wear-reducing part and the transmission shaft do not rotate relative to each other, the second wear-reducing part and the hub bearing do not rotate relative to each other, and the first wear-reducing part only rotates relative to the second wear-reducing part. In addition, the side of the first wear-reducing part and the second wear-reducing part that abuts against each other can be a smooth surface, and the first wear-reducing part and the second wear-reducing part are not prone to wear during the starting of the vehicle. In this way, the first wear-reducing part and the second wear-reducing part are not prone to wear during the long-term use of the vehicle, thereby avoiding the generation of abnormal sound during the starting of the vehicle after a certain period of use.

[0033] (2) The normal force between the first end surface and the second end surface directly acts on the first wear-reducing part and the second wear-reducing part, and the first wear-reducing part and the second wear-reducing part are not prone to deformation.

[0034] (3) The position of the first fixed part can be fixed, and the first fixed part is not prone to shaking relative to the drive shaft. Since the first fixed part is connected with the first wear-reducing part, the position of the first wear-reducing part is also fixed after the position of the first fixed part is fixed, avoiding the shaking of the first wear-reducing part during use, thereby ensuring the stability of the first wear-reducing part.

[0035] (4) The position of the second fixed part can also be fixed, and the second fixed part is not prone to shaking relative to the first fixed part. Since the second fixed part is connected with the second wear-reducing part, the second fixed part can limit the second wear-reducing part, thereby ensuring the stability of the second wear-reducing part during use.

[0036] (5) In actual application, the second end face is usually annular, and when the first wear-reducing part is also annular, the second wear-reducing part can completely cover the second end face, thereby avoiding the contact between the second end face and the second wear-reducing part or the first end face.

[0037] (6) In actual application, the first end face is also usually annular, and when the second wear-reducing part is also annular, the second wear-reducing part can cover the part of the first end face in contact with the first wear-reducing part, thereby avoiding the contact between the first end face and the first wear-reducing part or the second end face.

[0038] (7) The first end face and the second end face do not need to reserve too much setting space for the first wear-reducing part, which can avoid the influence of the setting of the first wear-reducing part on the normal connection of the drive shaft and the hub bearing.

[0039] (8) The first end face and the second end face also do not need to reserve too much setting space for the second wear-reducing part, thereby avoiding the influence of the setting of the second wear-reducing part on the normal connection of the drive shaft and the hub bearing.

[0040] (9) The first wear-reducing layer can reduce the friction between the first wear-reducing part and the second wear-reducing part, thereby avoiding the abnormal sound generated by the mutual friction between the first wear-reducing part and the second wear-reducing part during the starting of the vehicle.

[0041] (10) The first wear-reducing layer and the second wear-reducing layer are in contact with each other, thereby greatly reducing the friction between the first wear-reducing part and the second wear-reducing part, to avoid the abnormal sound generated by the mutual friction between the first wear-reducing part and the second wear-reducing part during the starting of the vehicle.

[0042] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and cannot limit the present application. BRIEF DESCRIPTION OF DRAWINGS

[0043] The accompanying drawings incorporated in and forming a part of the specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the application without imposing undue limitations on the application.

[0044] Figure 1 A structure schematic diagram of the driving shaft and hub bearing assembly provided by the embodiment of the present application is shown in the figure;

[0045] Figure 2 For Figure 1 The enlarged view at A in the figure.

[0046] Reference signs

[0047] 100-driving shaft and hub bearing assembly; 1-hub bearing; 11-first end face; 2-driving shaft; 21-driving shaft body; 22-shaft head; 23-second end face; 3-first friction-reducing piece; 31-first friction-reducing part; 32-first fixing part; 4-second friction-reducing piece; 41-second friction-reducing part; 42-second fixing part. DETAILED DESCRIPTION

[0048] In order to make the ordinary person skilled in the art better understand the technical solutions of the present application, the technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings.

[0049] It should be noted that the terms "first", "second" and the like in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the present application described herein can be implemented in an order other than that illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present application. Rather, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0050] In the related art, the vehicle driving shaft includes a first shaft head and a first end face, the first end face is fixedly connected to one end of the first shaft head, the first shaft head is provided with an external spline, and the external spline has a helix angle. The inner wall of the hub bearing is provided with an internal spline, and the hub bearing and the driving shaft are spline-connected. The hub bearing includes a second end face, and the second end face can abut against the first end face.

[0051] When the vehicle starts from a stationary state, the driving torque is large, and the internal and external splines will be slightly deformed at this time, and at this time, the first end face and the second end face will slide in a small angle circumferential direction. In this way, the mutual friction between the first end face and the second end face will produce an abnormal sound, which will affect the driving experience of the driver.

[0052] In some related technologies, a friction-reducing layer can be provided on the first end face. The friction-reducing layer is configured to reduce the friction between the first end face and the second end face, thereby preventing abnormal noises when the vehicle starts. For example, the friction-reducing layer can be made by drying a room-temperature curing dry film friction-reducing agent. The room-temperature curing dry film friction-reducing agent can form a lubricating film, thereby reducing the friction between the first end face and the second end face, and reducing abnormal noises when the vehicle starts.

[0053] Understandably, although the friction-reducing layer can reduce the friction between the first and second end faces, the friction still exists. During use, the friction-reducing layer will wear down, and after the vehicle has traveled a certain distance, abnormal noises will occur when the vehicle starts.

[0054] Based on this, embodiments of this application provide a vehicle, which may include a vehicle body and a vehicle drive system. The vehicle drive system is responsible for transmitting the power generated by the engine (or electric motor) to the wheels, enabling the vehicle to move.

[0055] It is understood that the vehicle provided in this application embodiment may also include other components, such as an engine, transmission mechanism, etc., to realize the basic functions of the vehicle.

[0056] A vehicle drive system may include a drive shaft and wheel bearing assembly. The drive shaft transmits power generated by the engine (or electric motor) to the wheel bearings, which in turn transmit power to the wheels, thus moving the vehicle.

[0057] Understandably, a vehicle drive system may also include other components, such as an engine / electric motor, a transmission, and a clutch.

[0058] The drive shaft and hub bearing assembly provided in the embodiments of this application will be further described below, such as... Figure 1 As shown, Figure 1 This is a schematic diagram of the structure of the drive shaft and hub bearing assembly 100 provided in the embodiments of this application. The drive shaft and hub bearing assembly 100 may include a hub bearing 1 and a drive shaft 2.

[0059] like Figure 1 As shown, the drive shaft 2 may include a drive shaft body 21 and a shaft end 22. The shaft end 22 passes through the hub bearing 1, and an external spline is provided on the annular side of the shaft end 22. An internal spline may be provided on the inner wall of the hub bearing 1. The external spline of the shaft end 22 can cooperate with the internal spline on the inner wall of the hub bearing 1, so that the drive shaft 2 can drive the hub bearing 1 to rotate during rotation.

[0060] like Figure 2 As shown, Figure 2 for Figure 1The enlarged view at A shows that the drive shaft hub bearing assembly 100 can further comprise a first friction reducing member 3 and a second friction reducing member 4. The first friction reducing member 3 is connected to the drive shaft 2, and the second friction reducing member 4 is connected to the hub bearing 1.

[0061] In this way, the first friction reducing member 3 can rotate with the drive shaft 2, and the second friction reducing member 4 can rotate with the hub bearing 1. In actual application, the first friction reducing member 3 and the drive shaft 2 do not rotate relative to each other, and the second friction reducing member 4 and the hub bearing 1 do not rotate relative to each other, thereby avoiding abnormal noise caused by friction between the first friction reducing member 3 and the drive shaft 2 and between the second friction reducing member 4 and the hub bearing 1.

[0062] As shown in Figure 1 the hub bearing 1 has a first end face 11 located on the side of the hub bearing 1 close to the drive shaft body 21, and the drive shaft body 21 has a second end face 23 located on the side of the drive shaft body 21 close to the hub bearing 1. Along the rotation axis of the drive shaft 2, the first friction reducing member 3 and the second friction reducing member 4 abut each other, and the first end face 11 and the second end face 23 are spaced apart.

[0063] In this way, the first friction reducing member 3 and the second friction reducing member 4 can separate the first end face 11 and the second end face 23, so that the first end face 11 and the second end face 23 do not directly contact each other, and abnormal noise caused by friction between the first end face 11 and the second end face 23 during vehicle starting is avoided.

[0064] In actual application, the first friction reducing member 3 and the second friction reducing member 4 can be configured such that the surface of the side abutting each other is a smooth surface. In this way, the friction between the first friction reducing member 3 and the second friction reducing member 4 during vehicle starting is small and is not prone to making noise, thereby eliminating abnormal noise caused by vehicle starting.

[0065] In actual application, during vehicle starting, the first friction reducing member 3 and the drive shaft 2 do not rotate relative to each other, the second friction reducing member 4 and the hub bearing 1 do not rotate relative to each other, and the first friction reducing member 3 only rotates relative to the second friction reducing member 4. The side of the first friction reducing member 3 and the second friction reducing member 4 abutting each other can be a smooth surface, and the first friction reducing member 3 and the second friction reducing member 4 are not prone to wear during vehicle starting. In this way, it can be ensured that the first friction reducing member 3 and the second friction reducing member 4 are not prone to wear during long-term use of the vehicle, thereby avoiding abnormal noise caused by vehicle starting after a certain period of use.

[0066] In practical applications, both the first friction-reducing component 3 and the second friction-reducing component 4 can be made of wear-resistant materials. For example, the main body of both the first friction-reducing component 3 and the second friction-reducing component 4 can be made of stainless steel. In this way, the first friction-reducing component 3 and the second friction-reducing component 4 are not prone to corrosion and rust during use, which can ensure the stability of the connection between the drive shaft 2 and the wheel hub bearing 1.

[0067] In some embodiments, such as Figure 2 As shown, the first wear-reducing component 3 may include a first wear-reducing portion 31, and the second wear-reducing component 4 may include a second wear-reducing portion 41. At least a portion of the first wear-reducing portion 31 and at least a portion of the second wear-reducing portion 41 are located between the first end face 11 and the second end face 23. In practical applications, the normal pressure between the first end face 11 and the second end face 23 can directly act on the first wear-reducing portion 31 and the second wear-reducing portion 41, and the first wear-reducing portion 31 and the second wear-reducing portion 41 are not easily deformed.

[0068] In other embodiments, the first friction-reducing portion 31 and the second friction-reducing portion 41 may be located outside the gap formed between the first end face 11 and the second end face 23. In this case, the first friction-reducing portion 31 and the second friction-reducing portion 41 abutting against each other can also prevent the first end face 11 and the second end face 23 from contacting each other, thereby eliminating the abnormal noise generated by the friction between the first end face 11 and the second end face 23 during vehicle start-up.

[0069] In some embodiments, the first friction-reducing member 3 may further include a first friction-reducing layer, which is coated on the side of the first friction-reducing part 31 near the second friction-reducing part 41. In this way, the first friction-reducing layer can reduce the friction between the first friction-reducing part 31 and the second friction-reducing part 41, thereby preventing abnormal noise caused by the friction between the first friction-reducing part 31 and the second friction-reducing part 41 during vehicle start-up.

[0070] In some embodiments, the second friction-reducing member 4 may further include a second friction-reducing layer, which is coated on the side of the second friction-reducing portion 41 near the first friction-reducing portion 31. In practical applications, the first friction-reducing layer and the second friction-reducing layer are in contact with each other, thereby greatly reducing the friction between the first friction-reducing portion 31 and the second friction-reducing portion 41, so as to avoid abnormal noise caused by the friction between the first friction-reducing portion 31 and the second friction-reducing portion 41 during vehicle start-up.

[0071] It is understandable that, in actual use, the sides of the first anti-friction component 3 and the second anti-friction component 4 coated with the anti-friction coating can be tightly pressed against each other, thereby preventing foreign objects from entering between the first anti-friction component 3 and the second anti-friction component 4, so as to avoid the first anti-friction component 3 and the second anti-friction component 4 from increasing friction due to foreign objects.

[0072] In some embodiments, such as Figure 2As shown, the first wear-reducing piece 3 can further include a first fixing portion 32, which is connected with the first wear-reducing portion 31 and located on the side of the first wear-reducing portion 31 away from the hub bearing 1, and the first fixing portion 32 is wrapped on the outer surface of the drive shaft body 21.

[0073] In this way, the position of the first fixing portion 32 can be fixed, and the first fixing portion 32 is less likely to shake relative to the drive shaft 2. Since the first fixing portion 32 is connected with the first wear-reducing portion 31, the position of the first wear-reducing portion 31 is also fixed after the position of the first fixing portion 32 is fixed, so that the first wear-reducing portion 31 is prevented from shaking during use, thereby ensuring the stability of the first wear-reducing portion 31.

[0074] In some embodiments, as shown in FIG. 1, the first wear-reducing piece 3 can further include a first fixing portion 32, which is connected with the first wear-reducing portion 31 and located on the side of the first wear-reducing portion 31 away from the hub bearing 1, and the first fixing portion 32 is wrapped on the outer surface of the drive shaft body 21. Figure 2 As shown, the second wear-reducing piece 4 can further include a second fixing portion 42, which is connected with the second wear-reducing portion 41 and located on the side of the second wear-reducing portion 41 away from the hub bearing 1, and the second fixing portion 42 is wrapped on the outer side of the first fixing portion 32.

[0075] In this way, the position of the second fixing portion 42 can also be fixed, and the second fixing portion 42 is less likely to shake relative to the first fixing portion 32. Since the second fixing portion 42 is connected with the second wear-reducing portion 41, the second fixing portion 42 can limit the second wear-reducing portion 41, thereby ensuring the stability of the second wear-reducing portion 41 during use.

[0076] It can be understood that in other embodiments, the first wear-reducing piece 3 can not be provided with the first fixing portion 32, and the first wear-reducing portion 31 is directly connected with the second end surface 23. In this way, the stability of the first wear-reducing portion 31 can also be ensured, and the first wear-reducing portion 31 is prevented from being separated from the drive shaft 2.

[0077] Correspondingly, the second wear-reducing piece 4 can also not be provided with the second fixing portion 42, and the second wear-reducing portion 41 is directly connected with the first end surface 11. In this way, the stability of the second wear-reducing portion 41 can also be ensured, and the stability of the connection between the second wear-reducing portion 41 and the hub bearing 1 is ensured, so that the second wear-reducing portion 41 can stably abut against the first wear-reducing portion 31.

[0078] In some embodiments, the first wear-reducing portion 31 can be annular. In actual application, the second end surface 23 is usually annularly arranged, and when the first wear-reducing portion 31 is also annular, the first wear-reducing portion 31 can completely cover the second end surface 23, thereby preventing the second end surface 23 from being in contact with the second wear-reducing portion 41 or the first end surface 11.

[0079] In some embodiments, the second friction-reducing portion 41 can also be annular. In practical applications, the first end face 11 is usually also annular. When the second friction-reducing portion 41 is also annular, the second friction-reducing portion 41 can cover the part of the first end face 11 that contacts the first friction-reducing portion 31, thereby preventing the first end face 11 from contacting the first friction-reducing portion 31 or the second end face 23.

[0080] It is understandable that when both the first friction-reducing part 31 and the second friction-reducing part 41 are annular, they can remain in close contact with each other during relative rotation. The contact area between them will not change, and the positive pressure transmitted to the contact surface can be evenly distributed to every part of the contact surface, avoiding the concentration of friction in a certain position, thereby reducing the wear between the first friction-reducing part 31 and the second friction-reducing part 41.

[0081] Meanwhile, when both the first friction-reducing part 31 and the second friction-reducing part 41 are annular, they can have a large contact area. In this way, the friction force distributed to the contact surfaces of the first friction-reducing part 31 and the second friction-reducing part 41 during vehicle start-up is small, and the contact side of the first friction-reducing part 31 and the second friction-reducing part 41 is less prone to wear.

[0082] In other embodiments, there may be multiple first anti-friction portions 31, which are distributed in a ring array on the second end face 23. Similarly, there may be multiple second anti-friction portions 41, which are distributed in a ring array on the first end face 11. The array axes of the multiple first anti-friction portions 31 and the multiple second anti-friction portions 41 are collinear with the rotation axis of the drive shaft 2. Along the rotation axis of the drive shaft 2, the multiple first anti-friction portions 31 and the multiple second anti-friction portions 41 are arranged opposite to each other.

[0083] In this way, the first friction reduction part 31 and the second friction reduction part 41 can also prevent the first end face 11 from contacting the second end face 23, thereby eliminating abnormal noise when starting the vehicle.

[0084] In some embodiments, such as Figure 2 As shown, the first anti-friction part 31 can be in the form of a sheet. In this way, there is no need to reserve too much space between the first end face 11 and the second end face 23 for the first anti-friction part 31, which can avoid the setting of the first anti-friction part 31 affecting the normal connection between the drive shaft 2 and the hub bearing 1.

[0085] Correspondingly, such as Figure 2 As shown, the second anti-friction part 41 can also be in the form of a sheet. In this way, there is no need to reserve too much space between the first end face 11 and the second end face 23 for the second anti-friction part 41, thereby avoiding the fact that the setting of the second anti-friction part 41 will affect the normal connection between the drive shaft 2 and the hub bearing 1.

[0086] In some other embodiments, the first wear-reducing part 31 and the second wear-reducing part 41 can be cylindrical. In actual applications, the structure of the drive shaft 2 can be adjusted so that the first wear-reducing part 31 and the second wear-reducing part 41 are arranged between the first end face 11 and the second end face 23.

[0087] It can be understood that, in actual applications, even if the first wear-reducing part 31 and the second wear-reducing part 41 are worn, the first end face and the second end face will not be affected, and the first wear-reducing part 3 and the second wear-reducing part 4 can be replaced without replacing the drive shaft 2 and the hub bearing 1.

[0088] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any change or replacement within the technical scope disclosed in the present application should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A drive shaft and hub bearing assembly, characterized by, The drive shaft and hub bearing assembly (100) comprises: a hub bearing (1); a drive shaft (2), the drive shaft (2) comprising a drive shaft body (21) and a shaft head (22), the drive shaft body (21) being arranged through the hub bearing (1); a first friction reducing member (3) connected with the drive shaft (2); and a second friction reducing member (4) connected with the hub bearing (1); wherein the hub bearing (1) has a first end face (11) located on a side of the hub bearing (1) close to the drive shaft body (21), the drive shaft body (21) has a second end face (23) located on a side of the drive shaft body (21) close to the hub bearing (1); along the rotation axis of the drive shaft (2), the first friction reducing member (3) and the second friction reducing member (4) abut each other, so that the first end face (11) and the second end face (23) are arranged in a spaced manner.

2. The drive shaft and hub bearing assembly of claim 1, wherein, The first friction reducing member (3) comprises a first friction reducing part (31), and the second friction reducing member (4) comprises a second friction reducing part (41), at least part of the first friction reducing part (31) and at least part of the second friction reducing part (41) are located between the first end face (11) and the second end face (23).

3. The drive shaft and hub bearing assembly of claim 2, wherein, The first friction reducing member (3) further comprises: a first fixing part (32) connected with the first friction reducing part (31) and located on a side of the first friction reducing part (31) away from the hub bearing (1), and the first fixing part (32) is wrapped on the outer surface of the drive shaft body (21).

4. The drive shaft and hub bearing assembly of claim 3, wherein, The second friction reducing member (4) further comprises: a second fixing part (42) connected with the second friction reducing part (41) and located on a side of the second friction reducing part (41) away from the hub bearing (1), and the second fixing part (42) is wrapped on the outer side of the first fixing part (32).

5. The drive shaft and hub bearing assembly of claim 4, wherein, The first friction reducing part (31) is annular; and / or, The second friction reducing part (41) is annular.

6. The drive shaft and hub bearing assembly of claim 4, wherein, The first friction reducing part (31) is sheet-shaped; and / or, The second friction reducing part (41) is sheet-shaped.

7. The drive shaft and hub bearing assembly of claim 6, wherein, The first friction reducing member (3) further comprises: a first friction reducing layer coated on a side of the first friction reducing part (31) close to the second friction reducing part (41).

8. The drive shaft and hub bearing assembly of claim 6, wherein, The second friction reducing member (4) further comprises: a second friction reducing layer coated on a side of the second friction reducing part (41) close to the first friction reducing member (3).

9. A vehicle drive system characterized by comprising: The drive shaft and hub bearing assembly (100) according to any one of claims 1-8.

10. A vehicle characterized by comprising: The vehicle drive system according to claim 9.

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