A drive shaft assembly and vehicle

Abstract

The utility model relates to a kind of transmission shaft assembly and vehicle, belong to vehicle transmission shaft field.Its technical scheme is, a kind of transmission shaft assembly, including transmission shaft main body and sheath component, transmission shaft main body includes the spline shaft and spline hub of plug-in cooperation, sheath component includes sheath main body, the first end of spline shaft is equipped with first universal joint, the position of the outer circumferential surface of spline shaft is close to first end and is equipped with annular boss, annular boss and the end surface between first universal joint form annular recess, the first end of sheath main body is equipped with reducing diameter portion, reducing diameter portion is inserted into annular recess;Second end of spline shaft is inserted into spline hub, sheath main body is coated in the outside of spline hub.The transmission shaft assembly of scheme is connected between spline shaft and sheath main body using annular boss and recess nesting form, forms mechanical interlocking structure, both in the axial direction and radial direction of transmission shaft have good connection and sealing effect, simultaneously avoid welding thermal deformation, make transmission shaft dynamic balance precision promote.

Description

Technical Field

[0001] This utility model relates to the field of vehicle drive shafts, and in particular to a drive shaft assembly and a vehicle. Background Technology

[0002] The driveshaft is a crucial component in a car's transmission system, transmitting power. The power generated by the engine is transmitted to the driveshaft after being changed in speed and torque by the gearbox. The driveshaft then transmits the power to the drive axle through the cooperation of a universal joint and a telescopic sleeve, ultimately driving the wheels and propelling the vehicle. In this process, the universal joint compensates for changes in the angle between the gearbox output shaft and the drive axle input shaft, ensuring smooth power transmission at different angles; the telescopic sleeve expands and contracts according to changes in the distance between the gearbox and the drive axle during vehicle movement, ensuring the continuity of power transmission.

[0003] The drive shaft consists of a telescopic splined shaft and a splined hub, both connected by universal joints. A protective oil seal assembly is installed in the telescopic area of ​​the splined pair to prevent external dust and other impurities from entering the splined hub. The reliability of the connection between the protective oil seal assembly and the splined shaft directly affects the service life and performance of the transmission system. Currently, the mainstream domestic manufacturing process generally uses welding for connection. However, welding has the following inherent defects: the heat-affected zone of welding alters the metallographic structure of the material, reducing hardness by approximately 15-20% (from HRC28-32 to HRC22-26); thermal deformation results in poor dynamic balance accuracy of the drive shaft, making it difficult to meet high precision requirements; stress concentration easily occurs at the weld, with bench tests showing a fatigue life of only 150,000-200,000 cycles; and weld corrosion is a significant problem, with obvious rust appearing after 240 hours of salt spray testing.

[0004] To address the aforementioned issues, existing technologies employ bolted connections to install the sheath oil seal, which is similar to a flange structure. However, this method can only achieve radial compression, resulting in problems such as low connection strength and unstable sealing performance. Summary of the Invention

[0005] This invention addresses the problem that current oil seal sleeves, when installed with bolts, can only be radially pressed together, resulting in poor connection strength and sealing performance. It provides a drive shaft assembly with better connection performance.

[0006] To solve the above problems, the technical solution adopted by this utility model is a drive shaft assembly, including a drive shaft body and a sheath component. The drive shaft body includes a splined shaft and a splined hub that are inserted into each other. The sheath component includes a sheath body. A first universal joint is provided at the first end of the splined shaft. An annular boss is provided on the outer circumference of the splined shaft near the first end. An annular groove is formed between the annular boss and the end face of the first universal joint. A reduced diameter portion is provided at the first end of the sheath body, and the reduced diameter portion is inserted into the annular groove. The second end of the splined shaft is inserted into the splined hub, and the sheath body covers the outside of the splined hub. The drive shaft assembly of this solution adopts a nested connection form of annular protrusion and groove between the splined shaft and the sheath body, forming a mechanical interlocking structure. It has good connection and sealing effects in both the axial and radial directions of the drive shaft, while avoiding welding heat deformation and improving the dynamic balance accuracy of the drive shaft.

[0007] As a preferred embodiment of the drive shaft assembly, the splined shaft includes a connecting section and a splined section. The diameter of the connecting section is larger than the outer diameter of the splined section. The first universal joint and the annular boss are both disposed in the connecting section. The gap between the sheath body and the splined section is filled with lubricating oil. The lubricating oil in the gap can reduce friction between the splined section and the sheath body, reduce wear, and at the same time assist in heat dissipation and improve transmission efficiency. The thickened design of the connecting section increases the size of the gap, which can accommodate more lubricating oil.

[0008] As a preferred embodiment of the drive shaft assembly, a sealing ring is provided at the second end of the sheath body, and the inner ring of the sealing ring is in extrusive contact with the outer surface of the splined hub. The sealing ring between the sheath body and the splined hub prevents lubricating oil leakage and prevents external dust and impurities from entering. Simultaneously, the elastic material of the sealing ring can adapt to small vibrations or eccentricities of the splined hub, maintaining long-term sealing performance.

[0009] As a preferred embodiment of the drive shaft assembly, the first end of the sheath body covers the first end of the splined shaft, and the reduced diameter portion is formed by rotary riveting. Rotational plastic deformation causes the material to flow in a spiral pattern, forming a mechanically interlocking structure. This rotary riveting structure avoids welding thermal deformation and improves the dynamic balance accuracy of the drive shaft.

[0010] As a preferred embodiment of the drive shaft assembly, a flexible washer is provided in the annular groove. The washer can fill the tiny gap between the annular groove and the reduced diameter section, improving assembly compatibility, enhancing sealing performance, and reducing the requirements for machining precision.

[0011] As a preferred embodiment of a drive shaft assembly, the flexible washer includes a rubber body with a metal skeleton inside, both the rubber body and the metal skeleton being annular. The rubber-metal composite washer with a metal skeleton increases the washer's support effect, delays rubber aging to a certain extent, and increases its service life.

[0012] As a preferred embodiment of the drive shaft assembly, the sheath body includes a first large-diameter section, a small-diameter section, and a second large-diameter section. The small-diameter section is located between the first large-diameter section and the second large-diameter section. The first large-diameter section is connected to the first end of the spline shaft, and the sealing ring is disposed in the second large-diameter section.

[0013] As a preferred embodiment of the drive shaft assembly, the first universal joint includes a first universal joint fork and a second universal joint fork. The splined shaft is integrally machined with the first universal joint fork. The bottom of the annular groove has a tool relief groove on the side near the first universal joint fork. When machining the annular groove, the tool relief groove provides space for the tool to exit, ensuring a flat bottom surface of the groove. The arc transition design of the tool relief groove reduces stress concentration and improves the fatigue resistance at the engagement point between the annular boss and the reduced diameter section.

[0014] As a preferred embodiment of the driveshaft assembly, a shaft tube is connected to the second end of the splined hub, and a second universal joint is provided at the end of the shaft tube away from the splined hub. The second universal joint cooperates with the first universal joint to compensate for multi-angle deviations between the gearbox and the drive axle, ensuring smooth power transmission.

[0015] On the other hand, this utility model also provides a vehicle that uses the above-mentioned drive shaft assembly.

[0016] As can be seen from the above technical solutions, the beneficial effects of this utility model are as follows: The transmission shaft assembly of this solution adopts a mechanical interlocking and rotary riveting process with nested annular protrusions and grooves, avoiding welding thermal deformation, effectively improving the dynamic balance accuracy of the transmission shaft, and ensuring stable axial and radial connection and sealing; the combined design of the sealing ring and flexible gasket can not only prevent lubricating oil leakage, but also resist the intrusion of external dust and impurities, and adapt to component vibration and eccentricity, maintaining a long-term stable sealing effect. In terms of transmission performance optimization, the thickened design of the spline shaft connection section increases the lubricating oil capacity, which, together with the lubricating oil in the gap between the spline section and the sheath body, significantly reduces friction and wear, and assists in heat dissipation, thereby improving transmission efficiency. In terms of structural reliability, the metal skeleton in the rubber-metal composite flexible gasket strengthens the support and delays rubber aging; the spline shaft and universal joint fork are integrally machined with a relief groove design, reducing stress concentration and improving the fatigue resistance of the snap joint; the shaft tube and double universal joint cooperate to compensate for multi-angle deviations, ensuring smooth power transmission. Therefore, vehicles using this driveshaft assembly have significantly improved transmission system reliability, extended maintenance cycles, and significantly reduced operating costs, and are better able to adapt to complex road conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solution of this utility model, the drawings used in the description will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a structural schematic diagram of Embodiment 1 of the present utility model.

[0019] Figure 2 This is a schematic diagram of the spline shaft in Embodiment 1 of this utility model.

[0020] Figure 3 This is a schematic diagram of the assembly of the spline shaft and the sheath body in Embodiment 1 of this utility model.

[0021] Figure 4 for Figure 3 Enlarged view of point A in the middle.

[0022] Figure 5 This is a schematic diagram of the structure of the sheath body before diameter reduction in Embodiment 1 of this utility model.

[0023] Figure 6 This is a schematic diagram of the structure of the sheath body after diameter reduction in Embodiment 1 of this utility model.

[0024] Figure 7 This is a schematic diagram of the flexible gasket in Embodiment 1 of this utility model.

[0025] Explanation of main figure symbols

[0026] 1. Connecting disc, 2. First universal joint, 21. First universal joint fork, 22. Second universal joint fork, 3. Splined shaft, 31. Connecting section, 32. Splined section, 4. Splined hub, 5. Shaft tube, 6. Second universal joint, 7. Annular groove, 71. Annular boss, 72. Relief groove, 8. Sheath body, 81. First large diameter section, 82. Small diameter section, 83. Second large diameter section, 84. Reduction section, 9. Flexible washer, 91. Metal skeleton, 92. Rubber body, 10. Sealing ring. Detailed Implementation

[0027] To make the objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions of this utility model will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0028] Example 1

[0029] like Figure 1 As shown, a drive shaft assembly includes a drive shaft body and a sheath component. The drive shaft body includes a splined shaft 3 and a splined hub 4 that are inserted into each other. The first end of the splined shaft 3 (at...) Figure 1 In the direction shown, the left end is the first end and the right end is the second end, and the same definition applies to other components. A first universal joint 2 is provided, and the second end of the spline shaft 3 is inserted into the first end of the spline hub 4. The two are in a spline pair fit. The second end of the spline hub 4 is connected to a shaft tube 5, and the end of the shaft tube 5 away from the spline hub 4 is provided with a second universal joint 6.

[0030] A universal joint includes two universal joint forks and a cross shaft connecting the two universal joint forks. Let the two universal joint forks of the first universal joint 2 be the first universal joint fork 21 and the second universal joint fork 22, as follows: Figure 2 As shown, the first universal joint fork 21 and the spline shaft 3 are integrally machined. The spline shaft 3 includes a connecting section 31 and a spline section 32. The diameter of the connecting section 31 is larger than the outer diameter of the spline section 32. The first universal joint 2 is disposed on the connecting section 31. That is, the first universal joint fork 21 and the connecting section 31 are integrally formed. The end face size of the first universal joint fork 21 is larger than the diameter of the connecting section 31.

[0031] like Figure 3 , 4As shown, a protective sleeve component is provided on the outside of the splined shaft 3. The protective sleeve component includes a protective sleeve body 8. An annular boss 71 is provided on the outer peripheral surface of the splined shaft 3 near the first end. An annular groove 7 is formed between the annular boss 71, the outer peripheral surface of the connecting section 31, and the end face of the first universal joint fork 21. A relief groove 72 is provided on the bottom of the annular groove 7 near the first universal joint fork 21. A diameter reduction portion 84 is provided at the first end of the protective sleeve body 8. The diameter reduction portion 84 is inserted into the annular groove 7. The protective sleeve body 8 covers the outside of the splined hub 4, as shown. Figure 5 As shown, the sheath body 8 includes a first large-diameter section 81, a small-diameter section 82, and a second large-diameter section 83. The small-diameter section 82 is located between the first large-diameter section 81 and the second large-diameter section 83. The first large-diameter section 81 is connected to the first end of the spline shaft 3. A sealing ring 10 is provided in the second end of the sheath body 8, i.e., the second large-diameter section 83. The inner ring of the sealing ring 10 is in contact with the outer surface of the spline hub 4. The gap between the sheath body 8 and the spline section 32 is filled with lubricating oil.

[0032] In this embodiment, the first large-diameter section 81 of the sheath body 8 is formed into the reduced-diameter section 81 by rotary riveting after installation. Rotational pressure causes plastic deformation of the metal material, thus achieving a cold-working process for component connection. The riveting equipment's spindle drives the riveting head (punch) to rotate at high speed, simultaneously applying axial pressure to the riveted parts. Under the combined action of rotation and pressure, the metal material at the connection point undergoes plastic flow, filling the pre-set grooves or holes in the connected parts to form a strong mechanical connection structure. This process does not generate high temperatures and is considered cold working; therefore, it does not cause changes in the material's metallographic structure or thermal deformation like welding.

[0033] The drive shaft assembly of this solution adopts a connection form of nested annular protrusions and grooves between the spline shaft and the sheath body, forming a mechanical interlock structure. It has good connection and sealing effect in both the axial and radial directions of the drive shaft, while avoiding welding heat deformation and improving the dynamic balance accuracy of the drive shaft.

[0034] Furthermore, a flexible washer 9 is provided in the annular groove 7. During the rotational riveting process, the flexible washer is squeezed into the first large diameter section 81 and the annular groove. At the same time, after the spline shaft 7 and the sheath body are riveted, sealant is added to the relief groove 72 to form a primary seal. The flexible washer 9 includes a rubber body 92, and a metal skeleton 91 is provided inside the rubber body 92. Both the rubber body 92 and the metal skeleton 91 are annular. The rubber-metal composite washer is provided with a metal skeleton, thereby increasing the support effect of the washer, delaying rubber aging to a certain extent, and increasing service life.

[0035] Example 2

[0036] Based on Embodiment 1, this embodiment further provides a vehicle that uses the driveshaft assembly described in Embodiment 1.

[0037] As can be seen from the above embodiments, the advantages of this utility model are as follows: The transmission shaft assembly of this solution adopts a mechanical interlocking and rotary riveting process with nested annular protrusions and grooves, avoiding welding thermal deformation, effectively improving the dynamic balance accuracy of the transmission shaft, and ensuring stable axial and radial connection and sealing; the combined design of the sealing ring and flexible gasket can not only prevent lubricating oil leakage, but also resist the intrusion of external dust and impurities, and adapt to component vibration and eccentricity, maintaining a long-term stable sealing effect. In terms of transmission performance optimization, the thickened design of the spline shaft connection section increases the lubricating oil capacity, which, together with the lubricating oil in the gap between the spline section and the sheath body, significantly reduces friction and wear, and assists in heat dissipation, thereby improving transmission efficiency. In terms of structural reliability, the metal skeleton in the rubber-metal composite flexible gasket strengthens the support and delays rubber aging; the spline shaft and universal joint fork are integrally machined with a relief groove design, reducing stress concentration and improving the fatigue resistance of the snap joint; the shaft tube and double universal joint cooperate to compensate for multi-angle deviations, ensuring smooth power transmission. Therefore, vehicles using this driveshaft assembly have significantly improved transmission system reliability, extended maintenance cycles, and significantly reduced operating costs, and are better able to adapt to complex road conditions.

[0038] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A drive shaft assembly, comprising a drive shaft body and a sheath component, wherein the drive shaft body includes a splined shaft (3) and a splined hub (4) that are fitted together, characterized in that, The sheath component includes a sheath body (8), a first universal joint (2) is provided at the first end of the spline shaft (3), an annular boss (71) is provided on the outer peripheral surface of the spline shaft (3) near the first end, an annular groove (7) is formed between the annular boss (71) and the end face of the first universal joint (2), a reduced diameter part (84) is provided at the first end of the sheath body (8), and the reduced diameter part (84) is inserted into the annular groove (7); the second end of the spline shaft (3) is inserted into the spline hub (4), and the sheath body (8) covers the outside of the spline hub (4).

2. The propeller shaft assembly of claim 1, wherein, The spline shaft (3) includes a connecting section (31) and a spline section (32). The diameter of the connecting section (31) is larger than the outer diameter of the spline section (32). The first universal joint (2) and the annular boss (71) are both located in the connecting section (31). The gap between the sheath body (8) and the spline section (32) is filled with lubricating oil.

3. The propeller shaft assembly of claim 2, wherein, The second end of the sheath body (8) is provided with a sealing ring (10), and the inner ring of the sealing ring (10) is in contact with the outer surface of the spline hub (4).

4. The propeller shaft assembly of claim 3, wherein, The first end of the sheath body (8) covers the first end of the spline shaft (3), and the reduced diameter part (84) is formed by rotational riveting.

5. The propeller shaft assembly of claim 1, wherein, A flexible washer (9) is provided in the annular groove (7).

6. The drive shaft assembly according to claim 5, characterized in that, The flexible gasket (9) includes a rubber body (92) with a metal skeleton (91) inside. Both the rubber body (92) and the metal skeleton (91) are annular.

7. The drive shaft assembly according to claim 4, characterized in that, The sheath body (8) includes a first large diameter section (81), a small diameter section (82), and a second large diameter section (83). The small diameter section (82) is located between the first large diameter section (81) and the second large diameter section (83). The first large diameter section (81) is connected to the first end of the spline shaft (3). The sealing ring (10) is disposed in the second large diameter section (83).

8. The drive shaft assembly according to claim 1, characterized in that, The first universal joint (2) includes a first universal joint fork (21) and a second universal joint fork (22). The spline shaft (3) is integrally machined with the first universal joint fork (21). The bottom of the annular groove (7) is provided with a relief groove (72) on the side near the first universal joint fork (21).

9. The drive shaft assembly according to claim 1, characterized in that, The second end of the splined hub (4) is connected to a shaft tube (5), and a second universal joint (6) is provided at the end of the shaft tube (5) away from the splined hub (4).

10. A vehicle, characterized in that, The drive shaft assembly as described in any one of claims 1-9 is adopted.

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