A drive shaft assembly and vehicle

Abstract

This utility model discloses a drive shaft assembly and a vehicle. The drive shaft assembly is disposed between a first universal joint and a second universal joint, including a first drive shaft and a second drive shaft. The first drive shaft has a cavity inside, and one end has an opening communicating with the cavity. The other end is adapted to connect with the first universal joint. The second drive shaft has a first end and a second end distributed axially. The first end is inserted into the cavity through the opening, and the second drive shaft is configured to slide relative to the first drive shaft axially and be circumferentially fixed. The second end is adapted to connect with the second universal joint. This utility model can absorb vibrations transmitted from the power source to a certain extent by utilizing the relative axial movement of the first drive shaft and the second drive shaft, thereby effectively reducing the vibration transmission of the drive shaft and improving the NVH performance of the vehicle.

Description

Technical Field

[0001] This utility model relates to the field of vehicle transmission structure technology, specifically to a drive shaft assembly and a vehicle. Background Technology

[0002] The drive shaft is a crucial component in a vehicle's drivetrain, transmitting power from the engine to the wheels to drive the vehicle. However, when the drive shaft rotates at high speed, engine vibrations are also transmitted to it and then through the suspension arms to the vehicle body, causing noise and deteriorating NVH (Noise, Vibration, and Harshness) performance.

[0003] To address this, related technologies place dynamic dampers on the drive shaft to absorb vibrations transmitted from the power source, thereby reducing impact and noise. However, the damping force provided by this structure is relatively low, which limits its final vibration reduction and noise reduction effect. Utility Model Content

[0004] In view of the above problems, the present invention provides a drive shaft assembly and vehicle that can not only effectively reduce the vibration transmission of the drive shaft and improve the NVH performance of the vehicle, but also reduce the space required for layout and suppress the increase in weight and cost.

[0005] According to one aspect of the present invention, a drive shaft assembly is provided, disposed between a first universal joint and a second universal joint, comprising: a first drive shaft having a cavity inside, with an opening at one end communicating with the cavity, and the other end adapted to be connected to the first universal joint; and a second drive shaft having a first end and a second end distributed along the axial direction, the first end being inserted into the cavity from the opening, and the second drive shaft being configured to slide axially relative to the first drive shaft and be circumferentially fixed; the second end being adapted to be connected to the second universal joint.

[0006] In an exemplary embodiment of the present invention, the drive shaft assembly further includes a limiting component, which includes a first limiting part and a second limiting part. The first limiting part is disposed on one of the circumferential outer wall of the first end and the circumferential inner wall of the cavity, and the second limiting part is disposed on the other of the circumferential outer wall of the first end and the circumferential inner wall of the cavity. The first limiting part and the second limiting part are slidably keyed together along the axial direction of the first drive shaft.

[0007] In an exemplary embodiment of the present invention, the first limiting part is a connecting key protruding from the surface of its side wall, and the second limiting part is a keyway recessed in the surface of its side wall; the keyway extends axially along the transmission shaft and slides in cooperation with the connecting key.

[0008] In an exemplary embodiment of the present invention, the connecting key includes a plurality of force-transmitting steel balls, which are rotatably arranged on the side wall surface where they are located and roll into the keyway.

[0009] In an exemplary embodiment of the present invention, the limiting component is provided in at least two sets, and the at least two sets of limiting components are circumferentially and symmetrically distributed at the first end.

[0010] In an exemplary embodiment of the present invention, the end of the first end is further provided with a damping assembly, the damping assembly including a piston rod, one end of the piston rod being connected to the first end, and the other end being a piston head, the piston head being in sealing contact with the circumferential inner wall of the cavity to divide the cavity into a first chamber and a second chamber; wherein, a sealing element is provided at the opening, and a damping medium is contained in the cavity; the piston head is provided with a throttling channel connecting the first chamber and the second chamber.

[0011] In an exemplary embodiment of the present invention, the piston head is integrated with a regulating valve assembly for controlling the opening and closing of the throttling orifice or the flow rate.

[0012] In an exemplary embodiment of the present invention, the drive shaft assembly further includes a buffer block, which is fixed to the circumferential surface of the second drive shaft near the second end and is adapted to abut against the end of the first drive shaft.

[0013] In an exemplary embodiment of the present invention, the drive shaft assembly further includes a dust cover, which is sleeved on the second drive shaft, with one end connected to the second universal joint and the other end connected to the first drive shaft.

[0014] According to a second aspect of the present invention, a vehicle is provided, including the drive shaft assembly described above.

[0015] This invention features a cavity inside a first drive shaft with an opening at one axial end. A second drive shaft can be inserted into the cavity through this opening, allowing for axial sliding assembly and torque transmission. This creates a drive shaft with two ends that can move relative to each other axially. This relative axial movement between the first and second drive shafts effectively absorbs vibrations transmitted from the power source, reducing vibration transmission and improving the vehicle's NVH performance. Furthermore, the overall design is simple and easy to install, minimizing the space required for installation and reducing weight and cost.

[0016] The above description is merely an overview of the technical solutions of the present utility model embodiments. In order to better understand the technical means of the present utility model embodiments and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present utility model embodiments more obvious and understandable, specific embodiments of the present utility model are described below. Attached Figure Description

[0017] 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 the structures shown in these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the drive shaft assembly described in this embodiment is shown; Figure 2 It shows Figure 1 Enlarged view of point A in the middle; Figure 3 A cross-sectional view of the limiting component described in this embodiment is shown.

[0019] Explanation of icon numbers: 1-First drive shaft, 11-Cavity, 111-First chamber, 112-Second chamber, 12-Opening, 13-Seal 2-Second drive shaft, 21-First end, 22-Second end 3-First universal joint, 4-Second universal joint, 5-Limiting component, 51-First limiting part, 511-Connecting key, 5111-Force transmission steel ball, 5112-Mounting groove, 52-Second limiting part, 521-Keyway. 6-Damping assembly, 61-Piston rod, 62-Piston head, 7-Buffer block, 8-Dust cover, x-Axial axis.

[0020] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0021] Exemplary embodiments will now be described more fully with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in many forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided to make the present invention more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art.

[0022] Furthermore, the described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. Numerous specific details are provided in the following description to give a full understanding of embodiments of the present invention. However, those skilled in the art will recognize that the technical solutions of the present invention can be practiced without one or more of the specific details, or other methods, components, apparatuses, steps, etc., may be employed. In other instances, well-known methods, apparatuses, implementations, or operations are not shown or described in detail to avoid obscuring various aspects of the present invention.

[0023] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that the technical features involved in the various embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0024] Furthermore, the orientations or positional relationships indicated by terms such as "front," "rear," "left," "right," "up," and "down" mentioned in the embodiments of this utility model are based on the orientations or positional relationships shown in the accompanying drawings. The terms "inner" and "outer" mentioned in the embodiments of this application are defined based on the outline of the corresponding component. It is understood that the above-mentioned terms indicating orientations or positional relationships 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.

[0025] like Figure 1As shown, this embodiment provides a drive shaft assembly disposed between a first universal joint 3 and a second universal joint 4, including: a first drive shaft 1 and a second drive shaft 2, wherein the first drive shaft 1 has a cavity 11 inside, and one end of it has an opening 12 communicating with the cavity 11; the second drive shaft 2 has a first end 21 and a second end 22 distributed along the axial x, the first end 21 is inserted into the cavity 11 of the first drive shaft 1 through the opening 12, and the second drive shaft 2 is configured to slide relative to the first drive shaft 1 along the axial x and be circumferentially fixed; at this time, the second drive shaft 2 can slide with the first drive shaft 1 along the axial x and realize torque transmission, and form a drive shaft whose two ends can move relative to each other along the axial x. The first universal joint 3 and the second universal joint 4 are respectively connected to the two ends of the drive shaft assembly along the axial x, that is, the end of the first drive shaft 1 away from the second drive shaft 2 (the end without the opening 12) and the end of the second drive shaft 2 away from the first drive shaft 1 (the second end 22), so as to realize torque input and output. In this way, by utilizing the relative movement of the first drive shaft 1 and the second drive shaft 2 in the axial x direction, vibrations transmitted from the power source can be absorbed to a certain extent, effectively reducing vibration transmission from the drive shaft and improving the vehicle's NVH performance. Furthermore, compared to existing dynamic damper structures, the above structure has a simpler overall design and is easier to install, reducing the space required for installation while also minimizing weight and cost increases.

[0026] Specifically, such as Figure 1 As shown, the axial direction of the first drive shaft 1 is parallel to the axial direction x of the second drive shaft 2. The first drive shaft 1 has a cavity 11 arranged along the axial direction x, and one end of the first drive shaft 1 along the axial direction x has an opening 12 communicating with the cavity 11. The second drive shaft 2 has a first end 21 and a second end 22 distributed along the axial direction x. In this embodiment, the cross-sectional profile of the first end 21 and the cross-sectional profile of the cavity 11 are formed into a non-circular cross-sectional structure that matches each other. Thus, after the first end 21 is inserted into the cavity 11 through the opening 12, the second drive shaft 2 has axial movement and circumferential constraint relative to the first drive shaft 1, realizing the sliding assembly of the two along the axial direction x and the torque transmission along the circumferential direction. The first universal joint 3 and the second universal joint 4 can both be constant velocity universal joint assemblies. They can be connected to the first drive shaft 1 and the second drive shaft 2 through a ball fork type or ball cage type connection structure. The specific connection method can refer to the prior art, which will not be described in detail here.

[0027] It is understood that in other embodiments, the implementation of the second drive shaft 2 sliding relative to the first drive shaft 1 along the axial x and being fixed in the circumferential direction can also be achieved by means of a key and keyway 521 mating structure, a guide pin and guide groove mating structure, or an external guide rod, etc. For specific implementation methods, please refer to the prior art, which will not be repeated here.

[0028] To improve the stability and reliability of the second drive shaft 2 sliding axially relative to the first drive shaft 1 and being fixed circumferentially, the structure of the relevant core components will be further refined.

[0029] In some embodiments, such as Figures 1 to 3 As shown, the drive shaft assembly also includes a limiting component 5, which includes a first limiting part 51 and a second limiting part 52. The first limiting part 51 is disposed on one of the circumferential outer wall of the first end 21 and the circumferential inner wall of the cavity 11, and the second limiting part 52 is disposed on the other of the circumferential outer wall of the first end 21 and the circumferential inner wall of the cavity 11. The first limiting part 51 and the second limiting part 52 are slidably keyed together along the axial direction x of the first drive shaft 1. In this way, on the one hand, the first drive shaft 1 and the second drive shaft 2 can move relative to each other along the axial direction x and be rigidly locked in the circumferential direction, ensuring the realization of the vibration reduction function and the effective transmission of torque; on the other hand, the limiting component 5 is disposed in the cavity 11 of the first drive shaft 1, which effectively reduces the external space occupation and avoids interference from the external environment, thereby improving stability and reliability.

[0030] Specifically, such as Figure 2 As shown, the first limiting part 51 is disposed on the circumferential outer wall of the first end 21 of the second transmission shaft 2, and can be constructed as a protruding connecting key 511 (such as a rectangular boss extending along the axial x) extending along the x-axis, with its functional surface protruding from the surface of the circumferential outer wall of the first end 21; the second limiting part 52 is disposed on the circumferential inner wall of the cavity 11 of the first transmission shaft 1, and can be constructed as a groove-type keyway 521 extending along the axial x-axis, with its functional surface recessed into the surface of the circumferential inner wall of the cavity 11 and corresponding to and matching the functional surface of the connecting key 511, thereby forming a sliding key connection relationship. In this embodiment, the limiting component 5 is disposed near the opening 12, and one end of the keyway 521 near the opening 12 extends through the opening 12 to facilitate the insertion of the connecting key 511 into the keyway 521. After the connecting key 511 is embedded in the keyway 521, the first drive shaft 1 and the second drive shaft 2 can move relative to each other along the axial direction x, while the circumferential rotational freedom of the second drive shaft 2 relative to the first drive shaft 1 is constrained, preventing them from rotating relative to each other; at the same time, the mating surface of the connecting key 511 and the keyway 521 can bear the tangential load, realizing the effective transmission of torque.

[0031] It is understood that the embodiments described above with reference to the accompanying drawings are exemplary and intended to explain the arrangement of the limiting component 5, and should not be construed as limiting the present application. In other embodiments, the first limiting part 51 may be disposed on the circumferential inner sidewall of the cavity 11 of the first drive shaft 1, and the second limiting part 52 may be disposed on the circumferential outer sidewall of the first end 21 of the second drive shaft 2. The arrangement can be selected according to specific needs, and will not be described in detail here.

[0032] In some embodiments, such as Figure 2 and Figure 3 As shown, a force-transmitting steel ball 5111 can be used as the connecting key 511. That is, the connecting key 511 includes multiple force-transmitting steel balls 5111, which are rotatably arranged on the circumferential outer wall surface of the first end 21 of the second drive shaft 2 and slide in contact with the keyway 521. In this way, the force-transmitting steel ball 5111 can roll along the keyway 521, and the keyway 521 extends along the axial x, so that the first drive shaft 1 and the second drive shaft 2 can move relative to each other along the axial x and cannot rotate relative to each other in the circumferential direction; at the same time, using rolling friction instead of sliding friction can effectively reduce the coefficient of friction and ensure smooth sliding.

[0033] Specifically, such as Figure 2 and Figure 3 As shown, the connecting key 511 in this embodiment consists of six force-transmitting steel balls 5111. A mounting groove 5112 can be formed on the circumferential outer wall surface of the first end 21 along the axial x direction. The six force-transmitting steel balls 5111 can be arranged side-by-side in the mounting groove 5112 by embedding, and can be fixed by a retainer or other structure to prevent the steel balls from falling off. The installed force-transmitting steel balls 5111 have a preset exposed height relative to the circumferential outer wall surface of the first end 21 to ensure full contact with the keyway 521. The keyway 521 is a corresponding axial through groove. The cross-sectional profile of the keyway 521 is preferably an arc shape with a curvature adapted to the force-transmitting steel balls 5111, thus matching the arc surface of the force-transmitting steel balls 5111, achieving effective contact between the two, improving the smoothness of their rolling contact, and avoiding edge stress concentration.

[0034] It is understood that the embodiments described above with reference to the accompanying drawings are exemplary and intended to explain the arrangement of the force-transmitting steel balls 5111, and should not be construed as limiting this application. In other embodiments, multiple force-transmitting steel balls 5111 can be arranged at equal intervals along the axial direction x, so that each force-transmitting steel ball 5111 can be fixed individually, thereby ensuring the geometric consistency of rolling contact. Therefore, the number and arrangement of the force-transmitting steel balls 5111 can be selected according to specific needs, and are not limited here nor will they be described in detail.

[0035] Furthermore, such as Figure 3 As shown, the limiting component 5 is provided with at least two sets, and the at least two sets of limiting components 5 are circumferentially and rotationally symmetrically distributed at the first end 21. In this way, on the one hand, the circumferential load can be evenly distributed by the rotational symmetry arrangement, eliminating the additional bending moment and vibration excitation caused by asymmetry, and ensuring the smoothness of torque transmission; on the other hand, the sliding contact surface can be limited between the first limiting part 51 and the second limiting part 52 of the limiting component 5, reducing the contact area between the outer wall of the first end 21 and the inner wall of the cavity 11, and improving the smoothness of the first drive shaft 1 and the second drive shaft 2 moving along the axial x.

[0036] Specifically, such as Figure 3 As shown, in this embodiment, three sets of limiting components 5 are provided. The first limiting part 51 of each set of limiting components 5 is evenly distributed on the outer circumferential wall of the first end 21 at a central angle of 60°. Similarly, the second limiting part 52 of each set of limiting components 5 is equally distributed on the inner circumferential wall of the cavity 11 at a central angle of 60°. The first limiting part 51 and the second limiting part 52 of each set of limiting components 5 correspond to each other and form a sliding key connection relationship. At this time, the first drive shaft 1 and the second drive shaft 2 only contact each other through the limiting components 5, thereby achieving the purpose of optimizing load distribution and improving the smoothness of movement.

[0037] In some embodiments, such as Figure 1 and Figure 2 As shown, the first end 21 is also provided with a damping assembly 6. The damping assembly 6 includes a piston rod 61, one end of which is connected to the first end 21, and the other end is a piston head 62. The piston head 62 is in sealing contact with the circumferential inner wall of the cavity 11 to divide the cavity 11 into a first chamber 111 and a second chamber 112. A sealing element 13 is provided at the opening 12, and the cavity 11 contains a damping medium. The piston head 62 is provided with a throttling channel (not shown) connecting the first chamber 111 and the second chamber 112. In this way, when the second drive shaft 2 moves relative to the first drive shaft 1 along the axial x, the damping medium is forced to flow between the first chamber 111 and the second chamber 112 through the throttling channel, thereby generating a damping force to consume kinetic energy, achieving the purpose of mitigating axial impact and reducing vibration transmission.

[0038] Specifically, one end of the piston rod 61 can be fixedly connected to the first end 21 of the second drive shaft 2 by means of a threaded connection. When the second drive shaft 2 slides relative to the first drive shaft 1 along the axial x, the piston rod 61 also moves accordingly. The circumferential outer contour of the piston head 62 is adapted to the cross-sectional contour of the cavity 11, and a sealing ring can be embedded in the circumferential surface of the piston head 62 to achieve dynamic sealing between the piston head 62 and the circumferential inner wall of the cavity 11. At this time, the piston head 62 divides the cavity 11 into a first chamber 111 and a second chamber 112. The first chamber 111 is a closed space on the side of the piston head 62 away from the opening 12, and the second chamber 112 is the space on the side of the piston head 62 closer to the opening 12. The damping medium can be hydraulic oil. Correspondingly, an oil seal can be used as a sealing element 13 installed at the opening 12 to seal the second chamber 112, thereby preventing leakage of the damping medium and the entry of external contaminants. The throttling channel can be a through hole connecting the two ends of the piston head 62 along the axial x direction. Its diameter can be optimized through simulation to ensure improved effective damping. Thus, when the first drive shaft 1 and the second drive shaft 2 move towards each other, the piston rod 61 moves towards the first chamber 111. The damping medium in the first chamber 111 is compressed and flows to the second chamber 112 through the throttling channel. The throttling effect of the throttling channel generates damping force and consumes energy, thereby effectively mitigating the impact of the axial x-movement of the drive shaft and attenuating the vibration of the transmission system. Similarly, when the first drive shaft 1 and the second drive shaft 2 move in opposite directions, the piston rod 61 moves toward the second chamber 112. The damping medium in the second chamber 112 is compressed and flows to the first chamber 111 through the throttling channel. Under the throttling effect of the throttling channel, a damping force is generated to consume kinetic energy, thereby relieving axial impact and reducing vibration transmission.

[0039] Furthermore, the piston head 62 integrates a regulating valve assembly (not shown) for controlling the opening and closing of the throttling orifice or the flow rate. The regulating valve assembly can refer to the existing recovery and compression valve assemblies, which will not be described in detail here. By setting the regulating valve assembly, the damping force can be adjusted, thereby effectively adapting to the damping requirements under different operating conditions.

[0040] In some embodiments, such as Figure 1 As shown, the drive shaft assembly also includes a buffer block 7, which is fixed to the circumferential surface of the second drive shaft 2 near its second end 22 and is adapted to abut against the end of the first drive shaft 1. This serves two purposes: firstly, it prevents the second drive shaft 2 from rigidly colliding with the first drive shaft 1 and causing damage when it slides to its limit position; secondly, when the first drive shaft 1 moves axially x to near the second end 22 of the second drive shaft 2, it can abut against the buffer block 7, thereby using the buffer block 7 to achieve limiting and provide secondary vibration damping, further reducing vibration impact and noise.

[0041] Specifically, the buffer block 7 can be made of rubber or polyurethane material, and its outer contour can be designed as a frustum or pagoda shape, and form an annular groove extending in the circumferential direction, which can effectively guide the deformation of the buffer block 7 during the compression process; the center of the buffer block 7 has a through hole extending in the axial direction x, and the second drive shaft 2 can pass through the through hole so that the buffer block 7 is sleeved and fixed to the circumferential surface of the second drive shaft 2. The fixing method includes, but is not limited to, bonding, interference fit or clamping through a rigid bracket.

[0042] In some embodiments, such as Figure 1 As shown, the drive shaft assembly also includes a dust cover 8, which is fitted onto the second drive shaft 2. One end of the dust cover 8 can be tightly fixed to the housing of the second universal joint 4 by a spring clamp or nylon cable tie, and the other end can also be fixed to the circumferential outer surface of the first drive shaft 1 near the opening 12 by a clamp. In this way, the dust cover 8 can cover the exposed part of the second drive shaft 2 and the opening 12 area of ​​the first drive shaft 1. When a buffer block 7 is provided at the second end 22, it can also cover the buffer block 7, thus isolating the internal environment of the dust cover 8 from the external environment, effectively preventing the intrusion of pollutants such as mud and rainwater, and ensuring the long-term reliability of the drive shaft assembly.

[0043] Understandably, the dust cover 8 can be made of flexible, oil-resistant, and aging-resistant elastic materials, such as neoprene rubber, and constructed as a corrugated tubular structure, which can deform with the relative sliding of the second drive shaft 2 and the first drive shaft 1 and the angle change of the second universal joint 4, so as to ensure effective isolation of the internal and external environments.

[0044] In addition, in another embodiment, a vehicle is provided, including the drive shaft assembly described above. For other structures and working principles of the drive shaft assembly, please refer to the above description of the embodiments of the drive shaft assembly; for other structures of the vehicle, please refer to the prior art; since the drive shaft assembly has the above-described technical effects, the vehicle having this drive shaft assembly should also have the corresponding technical effects, which will not be repeated here.

[0045] It is understood that, in this utility model, unless otherwise explicitly specified and limited, the terms "assembly," "connection," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0046] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. "A plurality of" means two or more, unless otherwise explicitly specified. The terms "some embodiments," "exemplarily," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this utility model.

[0047] The illustrative expressions of the terms used above do not necessarily refer to the same embodiments or examples. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, those skilled in the art can combine and integrate the different embodiments or examples described herein, as well as the features of those different embodiments or examples, without contradiction.

[0048] Although embodiments of the present invention have been shown and described above, it should be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make modifications, substitutions and variations to the above embodiments within the scope of the present invention. Therefore, any changes or modifications made in accordance with the claims and description of the present invention should fall within the scope of the patent coverage of the present invention.

Claims

1. A drive shaft assembly, disposed between a first universal joint and a second universal joint, characterized in that, include: The first drive shaft has a cavity inside, and one end is provided with an opening communicating with the cavity, and the other end is adapted to be connected to the first universal joint. as well as The second drive shaft has a first end and a second end distributed along the axial direction, the first end being inserted into the cavity through the opening, and the second drive shaft being configured to slide axially relative to the first drive shaft and be fixed circumferentially; the second end is adapted to be connected to the second universal joint.

2. The drive shaft assembly according to claim 1, characterized in that, The drive shaft assembly further includes a limiting component, which includes a first limiting part and a second limiting part. The first limiting part is disposed on one of the circumferential outer wall of the first end and the circumferential inner wall of the cavity, and the second limiting part is disposed on the other of the circumferential outer wall of the first end and the circumferential inner wall of the cavity. The first limiting part and the second limiting part are slidably keyed together along the axial direction of the first drive shaft.

3. The drive shaft assembly according to claim 2, characterized in that, The first limiting part is a connecting key protruding from the surface of its side wall, and the second limiting part is a keyway recessed in the surface of its side wall; the keyway extends axially along the transmission shaft and slides in cooperation with the connecting key.

4. The drive shaft assembly according to claim 3, characterized in that, The connecting key includes a plurality of force-transmitting steel balls, which are rotatably arranged on their respective side wall surfaces and roll-fit with the keyway.

5. The drive shaft assembly according to claim 2, characterized in that, The limiting component is provided in at least two sets, and the at least two sets of the limiting components are circumferentially and symmetrically distributed at the first end.

6. The drive shaft assembly according to any one of claims 1-5, characterized in that, The first end is further provided with a damping assembly, which includes a piston rod. One end of the piston rod is connected to the first end, and the other end is a piston head. The piston head is in sealing contact with the circumferential inner wall of the cavity to divide the cavity into a first chamber and a second chamber; wherein, The opening is provided with a seal, and the cavity contains a damping medium; the piston head is provided with a throttling channel connecting the first chamber and the second chamber.

7. The drive shaft assembly according to claim 6, characterized in that, The piston head integrates a regulating valve assembly for controlling the opening and closing of the throttling orifice or the flow rate.

8. The drive shaft assembly according to claim 1, characterized in that, The drive shaft assembly also includes a buffer block, which is fixed to the circumferential surface of the second drive shaft near the second end and is adapted to abut against the end of the first drive shaft.

9. The drive shaft assembly according to claim 1, characterized in that, The drive shaft assembly also includes a dust cover, which is fitted onto the second drive shaft, with one end connected to the second universal joint and the other end connected to the first drive shaft.

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

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