Automotive drive shaft with shock absorbing module

Abstract

The utility model relates to the field of automobile transmission shaft, concretely relates to an automobile transmission shaft with damping module, including first transmission rod, first transmission rod one side has the second transmission rod through the universal joint, the other side of second transmission rod has the third transmission rod and inserts, third transmission rod has the end transmission rod through the universal joint, install damping part between first transmission rod and third transmission rod, for protecting second transmission rod and third transmission rod, the automobile transmission shaft with damping module of the utility model, through the use of damping part, effectively reduced the damage of uneven road surface to the device, guaranteed the power stability of external equipment to pass through the position of end transmission rod drive by first transmission rod, because of the use of first spring, second transmission rod and third transmission rod restore to the original state quickly, and then make the vehicle adapt to the bumpy road driving, reduced the phenomenon of automobile transmission shaft rupture due to the different road surface.

Description

Technical Field

[0001] This utility model belongs to the field of automotive drive shafts, specifically relating to an automotive drive shaft with a shock absorption module. Background Technology

[0002] With the development of automotive technology, the requirements for automotive drive shafts are also getting higher and higher. Traditional drive shafts have poor shock absorption and are easily damaged on uneven roads.

[0003] Chinese patent CN215257463U discloses a novel automotive driveshaft, comprising a driveshaft tube, a splined shaft on the left side of the driveshaft tube, a telescopic sleeve on the left side of the splined shaft, universal joint forks fixedly connected to the left side of the telescopic sleeve and the right side of the driveshaft tube, threaded sleeve holes and shock-absorbing mechanisms symmetrically arranged on the upper and lower sides of the universal joint fork, a cross shaft bearing disposed in the groove of the universal joint fork, a shaft body disposed at the center of the cross shaft bearing, and threaded sleeves fixedly connected around the shaft body, the universal joint fork being vertically fixedly connected to the cross shaft bearing by a first fixing bolt, the first fixing bolt being threadedly connected to the threaded sleeve hole and the vertical threaded sleeve, and a flange fork horizontally disposed on the cross shaft bearing, the flange fork being fixedly connected to the horizontal threaded sleeve by a second fixing bolt. This invention provides good shock absorption, facilitates disassembly and replacement, and extends the service life of the driveshaft.

[0004] However, this technical solution has the problem of poor shock absorption of the car drive shaft, which makes the drive shaft easily damaged when driving over uneven roads, resulting in a reduced lifespan of the drive shaft. Utility Model Content

[0005] The purpose of this utility model is to overcome the shortcomings of the prior art, such as poor shock absorption of automobile drive shafts, easy damage to drive shafts when passing over uneven roads, and reduced life of drive shafts, so as to realize an automobile drive shaft with shock absorption module.

[0006] To achieve the above-mentioned utility model objectives, the technical solution of this utility model is: an automotive driveshaft with a shock-absorbing module, comprising a first drive rod, a second drive rod connected to one side of the first drive rod via a universal joint, a third drive rod inserted into the other side of the second drive rod, an end drive rod connected to the third drive rod via a universal joint, and a shock-absorbing component installed between the first drive rod and the third drive rod to protect the second and third drive rods.

[0007] The shock-absorbing component includes a sleeve plate fixedly installed on one side of the second and third transmission rods respectively. A connecting sleeve is symmetrically and detachably installed on one side of the sleeve plate. A guide rod is threaded onto the other end of the connecting sleeve. A guide cap is fixedly installed on the guide rod in the direction of the third transmission rod. A connecting cylinder is symmetrically arranged on the other side of the sleeve plate and is inserted into the guide cap. A locking cap is detachably connected to the other side of the connecting cylinder. The locking cap is detachably installed on the sleeve plate in the direction of the third transmission rod. A first spring is installed between the connecting sleeve and the connecting cylinder. The first spring is fitted on the outside of the guide rod.

[0008] Specifically, a second spring is fitted on the outer side of the guide rod, the second spring is located inside the first spring, and the first spring is positioned between the connecting sleeve and the connecting cylinder.

[0009] Specifically, the connecting cylinder has an external thread on its outer circumference near the locking cap, and an internal thread on the inner side of the locking cap. The external thread and the internal thread cooperate with each other, and an external hexagonal adjusting cap is fixedly installed on the side of the connecting cylinder near the external thread.

[0010] Specifically, the inner side of the connecting cylinder has a countersunk hole, the guide rod passes through the small diameter position of the countersunk hole and enters the large diameter position, and the guide cap is freely inserted into the large diameter position of the countersunk hole.

[0011] Specifically, both sleeve plates are fixedly provided with two locking studs on their outer circumference, corresponding to the sleeve plate and the locking cap. The sleeve plate and the locking cap are inserted into the corresponding locking studs and are threadedly connected to the locking studs through the locking caps.

[0012] Specifically, the locking stud has at least two locking nuts.

[0013] Specifically, an assembly rod with a threaded groove is fixedly installed on the side of the connecting sleeve near the guide rod, and the guide rod is threadedly connected to the assembly rod on one side. An auxiliary collar is fixedly installed on the side of the connecting cylinder near the external hexagonal adjusting cap, and the outer diameter of the auxiliary collar is larger than the outer diameter of the first spring.

[0014] Specifically, a spline groove is provided at one end of the second transmission rod near the third transmission rod, and a spline rod is inserted into the spline groove and fixedly installed on one side of the third transmission rod.

[0015] Compared with the prior art, the automotive driveshaft with shock absorption module of this invention has at least the following beneficial effects:

[0016] This invention effectively reduces damage to the device from uneven road surfaces by using shock-absorbing components, ensuring stable power transmission from external equipment to the end drive rod via the first drive rod. Due to the use of the first spring, the second and third drive rods quickly return to their original state, thereby enabling the vehicle to adapt to driving on bumpy roads and reducing the possibility of the car's drive shaft breaking due to different road surfaces. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the first overall structure of this utility model;

[0018] Figure 2 This is a schematic diagram of the second overall structure of this utility model;

[0019] Figure 3 This is an exploded structural diagram of the shock-absorbing component of this utility model;

[0020] Figure 4 This is a partial sectional view of the connecting cylinder of this utility model.

[0021] In the diagram: 1-First transmission rod; 2-Second transmission rod; 3-Third transmission rod; 4-End transmission rod; 5-Sleeve plate; 6-Connecting sleeve; 7-Assembly rod; 8-First spring; 9-Locking cap; 10-Spline rod; 11-External thread; 12-Internal thread; 13-External hexagonal adjusting cap; 14-Counterhead hole; 15-Auxiliary collar; 16-Second spring; 17-Guide cap; 18-Guide rod. Detailed Implementation

[0022] The following description, in conjunction with the accompanying drawings and specific embodiments, provides a more detailed account of the automotive drive shaft with a shock-absorbing module according to this invention.

[0023] In the description of this utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0024] This embodiment discloses an automotive driveshaft with a shock absorption module, such as... Figure 1-4As shown, the device includes a first transmission rod 1, a second transmission rod 2 connected to one side of the first transmission rod 1 via a universal joint, a third transmission rod 3 inserted into the other side of the second transmission rod 2, and an end transmission rod 4 connected to the third transmission rod 3 via a universal joint. A shock-absorbing component is installed between the first transmission rod 1 and the third transmission rod 3 to protect the second transmission rod 2 and the third transmission rod 3. A flange is fixedly installed at the end of the first transmission rod 1 away from the second transmission rod 2, and is connected to an external power supply device through the flange. The first transmission rod 1 is rotatably mounted to the existing vehicle chassis. The end transmission rod is connected to the existing wheel drive shaft through a bevel gear set. The external vehicle power supply device drives the first transmission rod 1 to rotate, and the first transmission rod 1 drives the second transmission rod 2 to rotate through the universal joint. When the vehicle travels on a bumpy road, the use of the shock-absorbing component effectively reduces the damage to the device caused by uneven road surfaces, ensuring that the power of the external equipment is smoothly transmitted to the end transmission rod 4 through the first transmission rod 1.

[0025] The shock-absorbing component includes a sleeve plate 5 fixedly installed on one side of both the second transmission rod 2 and the third transmission rod 3. A connecting sleeve 6 is symmetrically and detachably installed on one side of the sleeve plate 5. A guide rod 18 is threaded onto the other end of the connecting sleeve. A guide cap 17 is fixedly installed on the guide rod 18 in the direction near the third transmission rod 3. A connecting cylinder is symmetrically arranged on the other side of the sleeve plate 5, which is inserted into the guide cap 17. A locking cap 9 is detachably connected to the other side of the connecting cylinder. The locking cap 9 is detachably installed on the sleeve plate 5 in the direction near the third transmission rod 3. A first spring 8 is installed between the connecting sleeve 6 and the connecting cylinder. The first spring 8 is fitted onto the guide rod 18. On the outside; when the vehicle travels over a bumpy road, the angles of the second transmission rod 2 and the third transmission rod 3 change. Due to the connection between the second transmission rod 2 and the third transmission rod 3, the distance between them also changes. With the help of the first tension spring, the second transmission rod 2 and the third transmission rod 3 move stably. When the road surface returns to flatness, the second transmission rod 2 and the third transmission rod 3 quickly return to their original state due to the use of the first spring 8. This allows the vehicle to adapt to driving on bumpy roads and reduces the possibility of the car's drive shaft breaking due to different road surfaces.

[0026] A second spring 16 is fitted on the outer side of the guide rod 18. The second spring 16 is located inside the first spring 8. The first spring 8 is located between the connecting sleeve 6 and the connecting cylinder. The second spring 16 has the function of assisting the guide rod 18 in resetting.

[0027] The connecting tube has an external thread 11 on its outer circumference near the locking cap 9, and an internal thread 12 on its inner side. The external thread 11 and the internal thread 12 cooperate with each other. An external hexagonal adjusting cap 13 is fixedly installed on the side of the connecting tube near the external thread 11 to facilitate the installation of the connecting tube in the position of the locking cap 9.

[0028] The inner side of the connecting cylinder has a countersunk hole 14. The guide rod 18 passes through the small diameter position of the countersunk hole 14 and enters the large diameter position. The guide cap 17 is freely inserted into the large diameter position of the countersunk hole 14, ensuring that the guide cap 17 can move freely in the length direction of the connecting cylinder.

[0029] Both of the aforementioned sleeve plates 5 have two locking studs fixedly provided on their outer circumference, corresponding to the sleeve plate 5 and the locking cap 9. The sleeve plate 5 and the locking cap 9 are inserted into the corresponding locking studs and connected to the locking studs by the locking caps, which facilitates the installation of the sleeve plate 5 and the locking cap 9 onto the locking studs.

[0030] The locking stud has at least two locking nuts, which serve to fasten it.

[0031] The connecting sleeve 6 is fixedly provided with an assembly rod 7 with a threaded groove on the side near the guide rod 18. One side of the guide rod 18 is threadedly connected to the assembly rod 7, which facilitates the removal of the guide rod 18 from the connecting sleeve 6. The connecting cylinder is fixedly installed with an auxiliary collar 15 on the side near the external hexagonal adjusting cap 13. The outer diameter of the auxiliary collar 15 is larger than the outer diameter of the first spring 8.

[0032] The second transmission rod 2 has a spline groove at one end near the third transmission rod 3. A spline rod 10 is inserted into the spline groove to facilitate movement between the second transmission rod 2 and the third transmission rod 3. The spline rod 10 is fixedly installed on one side of the third transmission rod 3.

[0033] In use, this utility model first connects to an external power supply device via the flange of the first transmission rod 1, and the first transmission rod 1 is rotatably mounted to the existing vehicle chassis. The external vehicle power device drives the first transmission rod 1 to rotate, and the first transmission rod 1 drives the second transmission rod 2 to rotate via a universal joint. When the vehicle passes over bumpy roads, the use of shock-absorbing components effectively reduces the damage to the device caused by uneven road surfaces, ensuring that the power of the external device is smoothly transmitted to the position of the end transmission rod 4 via the first transmission rod 1.

[0034] It should be noted that, in actual implementation, the structure depicted in the accompanying drawings is not a fixed or unchanging embodiment. The components of the embodiments of this invention described and shown in these drawings can typically be arranged and designed in various different configurations. Furthermore, the accompanying drawings and abstract drawings are merely illustrative and do not represent the specific structure or actual quantity in a concrete implementation.

[0035] Unless otherwise defined, the technical or scientific terms used herein shall have the ordinary meaning as understood by one of ordinary skill in the art to which this invention pertains. The use of terms such as "a" or "an" in this specification and claims does not necessarily indicate a limitation on quantity. Terms such as "comprising" or "including" mean that the element or component preceding the word encompasses the element or component listed following the word and its equivalents, without excluding other elements or components. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect.

[0036] The exemplary embodiments of the present invention have been described in detail above with reference to preferred embodiments. However, those skilled in the art will understand that various modifications and alterations can be made to the above specific embodiments without departing from the concept of the present invention, and various combinations can be made to the various technical features and structures proposed by the present invention without exceeding the protection scope of the present invention.

Claims

1. An automotive driveshaft with a shock-absorbing module, characterized in that: It includes a first transmission rod (1), a second transmission rod (2) connected to one side of the first transmission rod (1) via a universal joint, a third transmission rod (3) inserted into the other side of the second transmission rod (2), and an end transmission rod (4) connected to the third transmission rod (3) via a universal joint. A shock-absorbing component is installed between the first transmission rod (1) and the third transmission rod (3) to protect the second transmission rod (2) and the third transmission rod (3).

2. The automotive driveshaft with a shock-absorbing module according to claim 1, characterized in that: The shock-absorbing component includes a sleeve plate (5) that is fixedly installed on one side of the second transmission rod (2) and the third transmission rod (3). A connecting sleeve (6) is symmetrically and detachably installed on one side of the sleeve plate (5). A guide rod (18) is threadedly installed on the other end of the connecting sleeve (6). A guide cap (17) is fixedly installed on the guide rod (18) in the direction close to the third transmission rod (3). A connecting cylinder that is inserted into the guide cap (17) is symmetrically installed on the other side of the sleeve plate (5). A locking cap (9) is detachably connected to the other side of the connecting cylinder. The locking cap (9) is detachably installed on the sleeve plate (5) in the direction close to the third transmission rod (3). A first spring (8) is installed between the connecting sleeve (6) and the connecting cylinder. The first spring (8) is fitted on the outside of the guide rod (18).

3. The automotive driveshaft with a shock-absorbing module according to claim 2, characterized in that: The guide rod (18) is fitted with a second spring (16) on its outer side. The second spring (16) is located inside the first spring (8). The first spring (8) is located between the connecting sleeve (6) and the connecting cylinder.

4. The automotive driveshaft with a shock-absorbing module according to claim 2, characterized in that: The connecting tube has an external thread (11) on its outer circumference near the locking cap (9), and an internal thread (12) on the inner side of the locking cap (9). The external thread (11) and the internal thread (12) cooperate with each other. An external hexagonal adjusting cap (13) is fixedly installed on the side of the connecting tube near the external thread (11).

5. The automotive driveshaft with a shock-absorbing module according to claim 2, characterized in that: The inner side of the connecting cylinder has a countersunk hole (14). The guide rod (18) passes through the small diameter position of the countersunk hole (14) and enters the large diameter position, and the guide cap (17) is freely inserted into the large diameter position of the countersunk hole (14).

6. The automotive driveshaft with a shock-absorbing module according to claim 2, characterized in that: Both sleeves (5) are fixedly provided with two locking studs corresponding to the sleeve (5) and the locking cap (9) on their outer circumference. The sleeve (5) and the locking cap (9) are inserted into the corresponding locking studs and are threadedly connected to the locking studs through the locking caps.

7. The automotive driveshaft with a shock-absorbing module according to claim 6, characterized in that: The locking stud has at least two locking nuts.

8. The automotive driveshaft with a shock-absorbing module according to claim 2, characterized in that: The connecting sleeve (6) is fixedly provided with an assembly rod (7) with a threaded groove on the side near the guide rod (18). The guide rod (18) is threadedly connected to the assembly rod (7) on one side. The connecting cylinder is fixedly installed with an auxiliary collar (15) on the side near the external hexagonal adjusting cap (13). The outer diameter of the auxiliary collar (15) is larger than the outer diameter of the first spring (8).

9. The automotive driveshaft with a shock-absorbing module according to claim 1, characterized in that: The second transmission rod (2) has a spline groove at one end near the third transmission rod (3), and a spline rod (10) is inserted into the spline groove. The spline rod (10) is fixedly installed on one side of the third transmission rod (3).

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