A high-strength lightweight automobile drive shaft

Abstract

The utility model relates to mechanical engineering and transmission technical field, specifically is a kind of high-strength light-weight automobile driving axle, including one intermediate shaft, the one intermediate shaft is provided with one cross-shaped inner telescopic column, the one cross-shaped inner telescopic column includes two cross-shaped inner telescopic columns, the front and back both sides of the right side of the two cross-shaped inner telescopic columns are all provided with the T-shaped circular hole of internal communication, the inner wall of two T-shaped circular holes is all slidably connected with the joint, the opposite surface of two joint is all fixedly connected with circular limit plate, the opposite surface of two circular limit plate is all fixedly connected with spring;The utility model is adjusted length by one intermediate shaft by one cross-shaped inner telescopic column, this design can cover the wheel base difference of multiple vehicle types, need not to be single vehicle type customized exclusive axle body, fundamentally solve the customization problem of a car corresponding to a root axle, adopt pressing unlocking and axial push-pull operation mode, need not tool to complete telescopic adjustment.

Description

Technical Field

[0001] This utility model relates to the field of mechanical engineering and transmission technology, specifically a high-strength, lightweight automotive drive shaft. Background Technology

[0002] A high-strength, lightweight automotive drive shaft is often made of lightweight, high-strength materials such as high-strength aluminum alloy and carbon fiber composite materials. It is usually paired with a precision constant velocity universal joint and is the core transmission component that transmits power from the engine or electric motor to the drive wheels.

[0003] By bearing and transmitting torque through the axle, and combining the universal joint to adapt to the angle and distance changes caused by wheel steering and suspension bounce, power is efficiently and smoothly transmitted to the drive wheels to propel the vehicle.

[0004] Traditional drive shafts require separate length design based on the wheelbase of different car models. Each model requires the creation of a custom shaft, resulting in car manufacturers needing to maintain inventory of shafts in multiple specifications. This leads to high costs for mold development and inventory (capital tied up in multiple specifications). Utility Model Content

[0005] To overcome the shortcomings of existing technologies and address the issue raised in the background that traditional drive shafts require separate length design based on the wheelbase of different car models, necessitating the creation of custom shafts for each model, which leads to car manufacturers needing to maintain inventory of multiple shaft specifications, resulting in high costs for mold development and inventory (capital tied up in multiple specifications), this invention proposes a high-strength, lightweight automotive drive shaft.

[0006] The technical solution adopted by this utility model to solve its technical problem is: a high-strength, lightweight automotive drive shaft, including a first intermediate shaft, the first intermediate shaft being provided with a first cross-shaped inner telescopic column, the first cross-shaped inner telescopic column including a second cross-shaped inner telescopic column, the front and rear sides of the right side of the second cross-shaped inner telescopic column are provided with internally communicating T-shaped circular holes, the inner walls of the two T-shaped circular holes are slidably connected with snap-fit ​​connectors, the opposite faces of the two snap-fit ​​connectors are fixedly connected with circular limiting plates, and the opposite faces of the two circular limiting plates are fixedly connected with springs.

[0007] Preferably, a first intermediate shaft is fixedly connected to the left outer wall of the second cross-shaped inner telescopic column. The first intermediate shaft includes two second intermediate shafts, both of which are hollow tubes. The inner wall shape of the two second intermediate shafts corresponds to the outer shape of the second cross-shaped inner telescopic column.

[0008] Preferably, several snap-fit ​​holes are provided on both the front and rear sides of the left outer wall of the second intermediate shaft on the right.

[0009] Preferably, the right side of the inner wall of the second intermediate shaft on the left is fixedly connected to the left outer wall of the second cross-shaped inner telescopic column, the inner wall of the second intermediate shaft on the right is slidably connected to the outer wall of the second cross-shaped inner telescopic column, and the inner wall of the snap-fit ​​hole is slidably connected to the outer wall of the snap-fit ​​connector.

[0010] Preferably, a first universal joint body is fixedly connected to one end of each of the two second intermediate shafts that are far apart. The first universal joint body includes two second universal joints, and the outer wall of the second universal joint is provided with a dust cover.

[0011] Preferably, the opposing surfaces of the two second universal joints are fixedly connected to the surfaces of the two second intermediate shafts that are far apart from each other.

[0012] Preferably, a tire connector is provided on the right side of the second universal joint described on the right.

[0013] Preferably, a transmission connector is provided on the left side of the second universal joint described on the left.

[0014] The advantages of this utility model are: This invention allows for simultaneous pressing of the locking connectors, causing two locking connectors to push two sliding connectors. The locking connectors slide into the T-shaped circular holes and disengage from the locking holes. At this point, the second central shaft on the right is grasped and slid to the right, causing the second central shaft on the right to slide against the second cross-shaped inner telescopic column. When it slides to the corresponding locking hole position, the spring, through the elastic force of the two circular limiting plates, slides. The two circular limiting plates push the two locking connectors to slide and thus engage in the locking holes for fixation, completing the length adjustment. The first central shaft adjusts its length through the first cross-shaped inner telescopic column. This design can cover the wheelbase differences of various car models, eliminating the need to customize a dedicated shaft for a single car model, fundamentally solving the customization problem of one shaft for one car model.

[0015] The No. 1 cross-shaped inner telescopic column of this utility model adopts a press-to-unlock and axial push-pull operation method, which can complete the telescopic adjustment without the aid of tools and the adjustment time is short. During the assembly process, there is no need to repeatedly calibrate the dimensions, and the assembly time of the drive shaft of a single vehicle is also greatly shortened, which is a significant improvement compared to the past. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art 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.

[0017] Figure 1 This is a schematic diagram of the overall structure of this utility model; Figure 2This is a cross-sectional structural diagram of the present invention; Figure 3 This is a schematic diagram of the No. 1 cross-shaped inner telescopic column structure of this utility model; Figure 4 This is a schematic diagram of the structure of the No. 1 intermediate shaft, the No. 1 universal joint, the tire connecting body, and the gearbox connecting body of this utility model. Figure 5 For the present utility model Figure 4 A magnified structural diagram of point A.

[0018] In the diagram: 1. Cross-shaped inner telescopic column No. 1; 2. Intermediate shaft No. 1; 3. Universal joint No. 1; 4. Tire connector; 5. Gearbox connector; 11. Cross-shaped inner telescopic column No. 2; 12. T-shaped round hole; 13. Snap-fit ​​connector; 14. Circular limit plate; 15. Spring; 21. Intermediate shaft No. 2; 22. Snap-fit ​​hole; 31. Universal joint No. 2; 32. Dust cover. Detailed Implementation

[0019] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0020] The following is in conjunction with the appendix Figures 1-5 This application will be described in further detail. This application discloses a high-strength, lightweight automotive driveshaft. (Refer to...) Figure 1-3 and Figure 5A high-strength, lightweight automotive driveshaft includes a first intermediate shaft 2, which has a first cross-shaped inner telescopic column 1. The first cross-shaped inner telescopic column 1 includes a second cross-shaped inner telescopic column 11. The front and rear right sides of the second cross-shaped inner telescopic column 11 are provided with internally communicating T-shaped circular holes 12. The inner walls of the two T-shaped circular holes 12 are slidably connected to snap-fit ​​connectors 13. Circular limiting plates 14 are fixedly connected to the opposite faces of the two snap-fit ​​connectors 13. Springs 15 are fixedly connected to the opposite faces of the two circular limiting plates 14. The left outer wall of the second cross-shaped inner telescopic column 11... A fixed connection is provided with a first intermediate shaft 2, which includes two second intermediate shafts 21. Both second intermediate shafts 21 are hollow tubes. The inner wall shape of the two second intermediate shafts 21 corresponds to the outer shape of the second cross-shaped inner telescopic column 11. Several snap-fit ​​holes 22 are provided on the front and rear sides of the left outer wall of the right second intermediate shaft 21. The right side of the inner wall of the left second intermediate shaft 21 is fixedly connected to the left outer wall of the second cross-shaped inner telescopic column 11, and the inner wall of the right second intermediate shaft 21 is slidably connected to the outer wall of the second cross-shaped inner telescopic column 11. The inner wall of the snap-fit ​​hole 22 is slidably connected to the outer wall of the snap-fit ​​connector 13.

[0021] The first cross-shaped inner telescopic column 1 allows the first intermediate shaft 2 to adjust its length. In use, by simultaneously pressing the locking connector 13, the two locking connectors 13 push the two 12 to slide. The locking connectors 13 slide into the T-shaped round hole 12 and disengage from the locking hole 22. At this time, grasp the second intermediate shaft 21 on the right and slide it to the right, so that the second intermediate shaft 21 on the right slides with the second cross-shaped inner telescopic column 11. When it slides to the position of the corresponding locking hole 22, the spring 15 slides through the elastic force of the two circular limiting plates 14. The two circular limiting plates 14 push the two locking connectors 13 to slide and thus lock into the locking hole 22 for fixation, completing the length adjustment. The first intermediate shaft 2 can adjust its length through the first cross-shaped inner telescopic column 1. This design can cover the wheelbase differences of various models, eliminating the need to customize a dedicated shaft for a single model, and fundamentally solving the customization problem of one shaft for one car.

[0022] The No. 1 cross-shaped inner telescopic column adopts a press-to-unlock and axial push-pull operation method, which can complete the telescopic adjustment without the aid of tools, effectively reducing the adjustment time. At the same time, it does not require repeated calibration during the assembly process, thereby reducing the assembly time of the drive shaft of a single vehicle.

[0023] Reference Figure 4 Two secondary intermediate shafts 21 are fixedly connected to a first universal joint body 3 at their far ends. The first universal joint body 3 includes two secondary universal joints 31. Dust covers 32 are provided on the outer walls of the secondary universal joints 31. The opposite surfaces of the two secondary universal joints 31 are fixedly connected to the far sides of the two secondary intermediate shafts 21. A tire connecting body 4 is provided on the right side of the right secondary universal joint 31, and a gearbox connecting body 5 is provided on the left side of the left secondary universal joint 31.

[0024] Working principle: The first cross-shaped inner telescopic column 1 allows the first intermediate shaft 2 to adjust its length. In use, by simultaneously pressing the locking connector 13, the two locking connectors 13 push the two 12 to slide. The locking connectors 13 slide into the T-shaped round hole 12 and disengage from the locking hole 22. At this time, grasp the second intermediate shaft 21 on the right and slide it to the right, so that the second intermediate shaft 21 on the right slides with the second cross-shaped inner telescopic column 11. When it slides to the position of the corresponding locking hole 22, the spring 15 slides through the elastic force of the two circular limit plates 14. The two circular limit plates 14 push the two locking connectors 13 to slide and thus lock into the locking hole 22 for fixation, completing the length adjustment. The first intermediate shaft 2 can adjust its length through the first cross-shaped inner telescopic column 1. This design can cover the wheelbase differences of various car models, eliminating the need to customize a dedicated shaft for a single car model, and fundamentally solving the customization problem of one shaft for one car model.

[0025] The No. 1 cross-shaped inner telescopic column adopts a press-to-unlock and axial push-pull operation method, which can complete the telescopic adjustment without the aid of tools, effectively reducing the adjustment time. At the same time, it does not require repeated calibration during the assembly process, thereby reducing the assembly time of the drive shaft of a single vehicle.

[0026] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A high-strength, lightweight automotive drive shaft, comprising a first intermediate shaft (2), characterized in that: The first intermediate shaft (2) is provided with a first cross-shaped inner telescopic column (1), which includes a second cross-shaped inner telescopic column (11). The front and rear sides of the right side of the second cross-shaped inner telescopic column (11) are provided with internally connected T-shaped circular holes (12). The inner walls of the two T-shaped circular holes (12) are slidably connected with snap-fit ​​connectors (13). The opposite surfaces of the two snap-fit ​​connectors (13) are fixedly connected with circular limiting plates (14). The opposite surfaces of the two circular limiting plates (14) are fixedly connected with springs (15).

2. The high-strength, lightweight automotive drive shaft according to claim 1, characterized in that: The outer left wall of the second cross-shaped inner telescopic column (11) is fixedly connected to a first intermediate shaft (2). The first intermediate shaft (2) includes two second intermediate shafts (21). Both second intermediate shafts (21) are hollow tubes. The inner wall shape of the two second intermediate shafts (21) corresponds to the outer shape of the second cross-shaped inner telescopic column (11).

3. A high-strength, lightweight automotive driveshaft according to claim 2, characterized in that: Several snap-fit ​​holes (22) are provided on both the front and rear sides of the left outer wall of the second intermediate shaft (21) on the right side.

4. A high-strength, lightweight automotive driveshaft according to claim 3, characterized in that: The inner wall of the second intermediate shaft (21) on the left side is fixedly connected to the outer wall of the left side of the second cross-shaped inner telescopic column (11), the inner wall of the second intermediate shaft (21) on the right side is slidably connected to the outer wall of the second cross-shaped inner telescopic column (11), and the inner wall of the snap-fit ​​hole (22) is slidably connected to the outer wall of the snap-fit ​​connector (13).

5. A high-strength, lightweight automotive driveshaft according to claim 2, characterized in that: The two intermediate shafts (21) are fixedly connected to a universal joint body (3) at their far ends. The universal joint body (3) includes two universal joints (31). The outer wall of the universal joint (31) is provided with a dust cover (32).

6. A high-strength, lightweight automotive driveshaft according to claim 5, characterized in that: The two second universal joints (31) are fixedly connected to the opposite sides of the two second intermediate shafts (21) that are far away from each other.

7. A high-strength, lightweight automotive driveshaft according to claim 5, characterized in that: The right side of the second universal joint (31) is provided with a tire connector (4).

8. A high-strength, lightweight automotive driveshaft according to claim 5, characterized in that: The second universal joint (31) on the left side is provided with a transmission connector (5).

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