Automobile drive shaft with self-adaptable length

Abstract

The utility model relates to a kind of automobile drive shafts of self-adaptive length adjustment, relate to automobile transmission technical field.It includes first shaft and second shaft, one end of first shaft is connected to vehicle wheel hub, one end of second shaft is connected to differential, and other end is axially provided with insertion shaft hole, the other end of first shaft is movably inserted in insertion shaft hole, and rotation limiting structure is further provided between the outer periphery of the insertion end of first shaft and the inner wall of insertion shaft hole.The utility model provides a kind of automobile drive shaft of self-adaptive length adjustment, in addition to being able to self-adapt transmission demand of different model size vehicle, when facing changing road condition and different load condition, its axle length can be automatically lengthened or shortened at any time, to adapt to changing road condition and different vehicle load, avoid drive shaft damage, and prolong the service life of drive shaft, and can guarantee vehicle driving performance and power transmission efficiency.

Description

Technical Field

[0001] This utility model relates to the field of automotive transmission technology, and in particular to an automotive drive shaft with adaptively adjustable length. Background Technology

[0002] Traditional automotive drive shafts have a fixed length, which presents limitations in certain scenarios. For example, when the vehicle chassis height needs to be adjusted to cope with changing road conditions or different types of cargo requirements, a fixed-length drive shaft, due to its limited working angle and slippage, cannot match the corresponding transmission requirements, is prone to damage, has a short normal working life, and will affect vehicle driving performance and power transmission efficiency. Utility Model Content

[0003] To address the aforementioned technical deficiencies in existing technologies, this utility model provides an adaptively adjustable automotive drive shaft. Besides being able to adapt to the transmission needs of vehicles of different sizes, its shaft length can automatically extend or shorten in response to changing road conditions and varying loads. This adapts to changing road conditions and different vehicle loads, preventing drive shaft damage, extending drive shaft lifespan, and ensuring vehicle driving performance and power transmission efficiency.

[0004] The technical solution of this utility model to solve the above problems is: to provide an adaptively adjustable automobile drive shaft, including a first shaft and a second shaft. One end of the first shaft is connected to the vehicle wheel hub, one end of the second shaft is connected to the differential, and the other end is axially provided with a plug-in shaft hole. The other end of the first shaft is movably inserted into the plug-in shaft hole, and a rotation limiting structure is also provided between the outer periphery of the plug-in end of the first shaft and the inner wall of the plug-in shaft hole.

[0005] Furthermore, the first shaft is a solid cylindrical shaft, and the diameter of the first shaft is smaller than the diameter of the insertion shaft hole.

[0006] Furthermore, the rotation limiting structure includes an external spline integrally disposed on the outer circumferential surface of the insertion end of the first shaft and an internal spline integrally disposed on the inner wall of the insertion shaft hole. The internal spline and the external spline are adapted to each other to limit the relative rotation of the first shaft and the second shaft.

[0007] Furthermore, a seal is provided at the movable connection point between the first shaft and the second shaft.

[0008] Furthermore, the seal is located at the end of the second shaft where a insertion shaft hole is provided.

[0009] Furthermore, the sealing element is a lip seal.

[0010] Furthermore, the first shaft includes a hub connecting shaft, a first ball joint, and a first plug-in shaft, with the hub connecting shaft and the first plug-in shaft connected to each other via the first ball joint.

[0011] Furthermore, the first ball cage is configured as a constant velocity universal joint.

[0012] Furthermore, the second shaft includes a differential connecting shaft, a second ball joint, and a second plug-in shaft. The differential connecting shaft and the second plug-in shaft are connected to each other through the second ball joint, and the plug-in shaft hole is axially opened at the shaft end of the second plug-in shaft.

[0013] Furthermore, the second ball cage is configured as a constant velocity universal joint.

[0014] Furthermore, the length of the insertion shaft hole is greater than or equal to half the length of the second insertion shaft.

[0015] Furthermore, the second shaft is made of high-strength alloy steel.

[0016] The beneficial effects of this utility model are:

[0017] The first and second shafts are connected by a movable plug-in joint. The only means between the first and second shafts is a spline structure to limit relative rotation. This allows the entire drive shaft to extend or shorten in response to changes in road conditions, while also effectively driving the wheel hub to rotate. This adapts to changing road conditions, effectively protects the entire drive shaft, extends its service life, and prevents damage to its rigidity.

[0018] Both the first and second axles are equipped with constant velocity universal joints. During vehicle operation, due to changes in suspension and steering angles, the angles between the first and second axles and the first and second ball joints can be rotated to adapt to different road conditions and ensure that power can be effectively transmitted to the wheels under any road conditions. Attached Figure Description

[0019] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the present invention and, together with the description, serve to explain the principles of the present invention. In these drawings, similar reference numerals are used to denote similar elements. The drawings described below are some embodiments of the present invention, but not all embodiments. Other drawings will be readily available to those skilled in the art based on these drawings without any inventive effort.

[0020] Figure 1 This is a front view of the overall structure of the drive shaft in this embodiment;

[0021] Figure 2 This is a cross-sectional view of the overall structure of the drive shaft in this embodiment;

[0022] 1-First shaft, 11-Hub connecting shaft, 12-First CV joint, 13-First plug-in shaft, 2-Second shaft, 21-Plug-in shaft hole, 22-Differential connecting shaft, 23-Second CV joint, 24-Second plug-in shaft, 3-Seal. Detailed Implementation

[0023] The directional terms such as up, down, left, right, front, back, front, back, top, and bottom mentioned or possibly used in this specification are defined relative to the construction shown in the accompanying drawings. The terms "inner" and "outer" refer to directions toward or away from the geometric center of a specific component, respectively. These are relative concepts and may therefore vary depending on their location and usage. Therefore, these or other directional terms should not be interpreted as restrictive.

[0024] Please see Figure 1 and Figure 2 This utility model discloses an adaptively adjustable automotive drive shaft, comprising a first shaft 1 and a second shaft 2. The first shaft 1 is located on the left side, and its left end is connected to the vehicle wheel hub via an external spline. The left end of the second shaft 2 has an axially formed insertion hole 21, and its right end is connected to the differential via an internal spline. The right end of the first shaft 1 is axially movably inserted into the insertion hole 21. An external spline is also provided on the outer circumferential surface of the right end of the first shaft 1, and an internal spline is correspondingly provided on the wall of the insertion hole. The external spline on the right end of the first shaft 1 and the internal spline in the insertion hole constitute a rotation limiting structure, so that the second shaft 2 can drive the first shaft 1 to rotate synchronously, and the first shaft 1 can move axially relative to the second shaft 2 at any time to adjust the overall length of the entire automotive drive shaft, thereby automatically adapting to changing road conditions and avoiding damage to the drive shaft.

[0025] It should be noted that in other embodiments, the rotation limiting structure may not be external splines and internal splines. It may also be a sliding groove axially opened on the outer circumferential surface of the right end of the first shaft 1 and a positioning pin radially set on the hole wall of the insertion shaft hole 21, with the positioning pin being adapted to the sliding groove.

[0026] In addition, the diameter of the right end shaft body of the first shaft 1 is 1mm smaller than the diameter of the insertion shaft hole 21, so as to ensure that the first shaft 1 can move relatively easily axially relative to the second shaft 2, and also to ensure that the size of the part of the rotating limit structure that contacts and blocks each other is large enough to ensure that it can perform its rotating limit function to the maximum extent.

[0027] Further, please refer to Figure 2In this embodiment, the first shaft 1 includes a hub connecting shaft 11, a first ball joint 12, and a first plug-in shaft 13. Both the first plug-in shaft 13 and the hub connecting shaft 11 are solid cylindrical shafts. The first ball joint 12 is a constant speed universal joint. The right end of the hub connecting shaft 11 and the left end of the first plug-in shaft 13 are connected to each other through the first ball joint 12, so that when the first plug-in shaft 13 and the hub connecting shaft 11 bend relative to each other at the first ball joint 12, the power transmitted from the second shaft 2 to the first plug-in shaft 13 can still be transmitted to the hub connecting shaft 11 through the first ball joint 12.

[0028] Similarly, the second shaft 2 also includes a differential connecting shaft 22, a second CV joint 23, and a second connecting shaft 24. The left end of the differential connecting shaft 22 and the right end of the second connecting shaft 24 are connected to each other through the second CV joint 23. This allows the power transmitted from the differential to the differential connecting shaft 22 to be transmitted to the second connecting shaft 24 through the second CV joint 23 when the second connecting shaft 24 and the differential connecting shaft 22 are relatively bent at the second CV joint 23. This further enhances the ability of the entire vehicle drive shaft to adapt to changing road conditions without affecting power transmission.

[0029] In addition, in this embodiment, when dealing with changing road conditions, in order to prevent the first shaft 1 from dislodging from the insertion shaft hole 21 of the second shaft 2, the length of the insertion shaft hole 21 should be set to at least half the overall length of the second insertion shaft 24, so that the maximum adjustable value of the overall length of the drive shaft exceeds the maximum length of the conventional drive shaft.

[0030] Further, please refer to Figure 2 The left end of the second shaft 2 is also provided with a seal 3, which is a lip seal ring and is located at the opening of the insertion shaft hole 21. It is tightened relative to the left side of the insertion part of the first shaft 1 and the right end of the second shaft 2 by its own elasticity, so as to block and seal the insertion gap between the insertion shaft hole 21 and the first shaft 1, so as to prevent external dust, mud and water and other impurities from entering the insertion shaft hole 21 and affecting the smooth movement of the first shaft 1, and also to prevent lubricating oil from leaking from the right end of the second shaft 2.

[0031] Meanwhile, the seal 3 itself is elastic, and the surface of its contact with the insertion part of the first shaft 1 is smooth, so as to minimize the contact friction resistance between it and the first shaft 1, so as not to hinder the relative axial movement of the first shaft 1 and the second shaft 2 as much as possible.

[0032] It should be noted that in this embodiment, because the left end of the second shaft 2 is provided with a plug-in shaft hole 21, the second shaft 2 is made of high-strength alloy steel in order to improve the overall structural strength of the second shaft 2.

[0033] Anything not mentioned above applies to existing technologies.

[0034] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. An automotive drive shaft of self-adjustable length, characterized in that, The first shaft (1) is connected to the vehicle hub at one end, and the second shaft (2) is connected to the differential at one end and is provided with a plug-in shaft hole (21) at the other end, the other end of the first shaft (1) is plug-in in the plug-in shaft hole (21), and the outer periphery of the plug-in end of the first shaft (1) and the inner wall of the plug-in shaft hole (21) are further provided with rotation limiting structure.

2. The drive shaft of claim 1, wherein, The first shaft (1) is a cylindrical solid shaft, and the diameter of the first shaft (1) is smaller than the diameter of the plug-in shaft hole (21).

3. The drive shaft of claim 1, wherein, The rotation limiting structure includes external splines integrally provided on the outer circumferential surface of the plug-in end of the first shaft (1), and internal splines integrally provided on the inner wall of the plug-in shaft hole (21), the internal splines and the external splines are matched with each other to limit the relative rotation of the first shaft (1) and the second shaft (2).

4. The drive shaft of claim 1, wherein, The first shaft (1) and the second shaft (2) are further provided with a sealing element (3) at the plug-in connection position.

5. The drive shaft of claim 4, wherein, The sealing element (3) is provided at the shaft end of the second shaft (2) provided with the plug-in shaft hole (21).

6. The drive shaft of claim 5, wherein, The sealing element (3) is a lip seal ring.

7. The drive shaft of claim 1, wherein, The first shaft (1) includes a hub connecting shaft (11), a first ball cage (12), and a first plug-in shaft (13), the hub connecting shaft (11) and the first plug-in shaft (13) are connected to each other through the first ball cage (12).

8. The drive shaft of claim 7, wherein, The first ball cage (12) is configured as a constant velocity universal joint.

9. The drive shaft of claim 1, wherein, The second shaft (2) includes a differential connecting shaft (22), a second ball cage (23), and a second plug-in shaft (24), the differential connecting shaft (22) and the second plug-in shaft (24) are connected to each other through the second ball cage (23), and the plug-in shaft hole (21) is axially provided at the shaft end of the second plug-in shaft (24).

10. The drive shaft of claim 9, wherein, The second ball cage (23) is configured as a constant velocity universal joint.

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