Steering transmission shaft and vehicle

Abstract

The application relates to the technical field of transmission systems, in particular to a steering transmission shaft and a vehicle. The steering transmission shaft comprises a shaft tube, a sealing bearing, a rubber ball bearing, a shell and a pressing block. The shaft tube is provided with a shaft shoulder; the rubber ball bearing is sleeved on the outer ring of the sealing bearing; the inner wall of the shell is provided with a first arc surface, one side of the outer ring of the rubber ball bearing is arranged in the first arc surface; the inner wall of the pressing block is provided with a second arc surface, the other side of the outer ring of the rubber ball bearing is arranged in the second arc surface. The rubber ball bearing, the first arc surface of the shell and the second arc surface of the pressing block jointly form a ball-and-socket pair structure. The rubber material of the rubber ball bearing has good elasticity, can attenuate and absorb the road impact and vibration transmitted from the steering gear through the transmission shaft in the reverse direction, and reduces the vibration feeling of the steering wheel. The structure solves the technical problems of the three universal joint steering transmission shaft in supporting and damping.

Description

Technical Field

[0001] This application relates to the field of transmission system technology, and in particular to a steering drive shaft and a vehicle. Background Technology

[0002] The steering driveshaft is a transmission component of a car's steering system, responsible for transmitting the driver's steering inputs to the steering gear. Its structure is related to the vehicle's steering response speed, driving stability, and safety. With the diversification of automotive product layouts and the compact design of engine compartments, traditional steering driveshaft structures are no longer suitable for the layout requirements of some models. The three-way universal joint structure, due to its ability to flexibly adjust the steering driveshaft's angle, has gradually become an important choice for space-constrained vehicles. However, this structure has also brought new technical challenges in areas such as support, vibration damping, and protection.

[0003] Currently, the mainstream steering driveshaft in the automotive industry adopts a two-universal-joint structure, which is technically mature, easy to install, and meets the needs of most conventional models. For special models with limited space and requiring adjustments to the steering angle, the industry has been experimenting with three-universal-joint structures. To address the issue of the inability to fix the positions of the two steering shaft sections in a three-universal-joint structure, existing solutions typically involve installing a support structure at the lower steering drive assembly and mounting it to the longitudinal beams of the vehicle frame.

[0004] The existing technology still has many shortcomings that need to be addressed. The existing structure does not have dedicated shock-absorbing components designed for the stress characteristics of the three universal joints. Road impacts are easily transmitted to the steering wheel through the steering system, affecting driving comfort. Utility Model Content

[0005] This application addresses, to at least some extent, one of the technical problems in the related art.

[0006] Therefore, this application aims to provide a steering drive shaft and vehicle for supporting a three-way universal joint structure and improving its damping performance.

[0007] To achieve the above objectives, in a first aspect, this application provides a steering drive shaft, comprising: A shaft tube, wherein a shoulder is provided on the shaft tube; A sealed bearing, wherein the inner ring of the sealed bearing is fitted onto the shaft tube and positioned by the shaft shoulder; A rubber ball bearing, wherein the rubber ball bearing is sleeved on the outer ring of the sealed bearing; The housing has an inner wall with a first arc surface, and one side of the outer ring of the rubber ball bearing is located within the first arc surface; The pressure block has its outer wall fitted inside the housing, and its inner wall is provided with a second arc surface. The side of the outer ring of the rubber ball bearing away from the housing is located within the second arc surface.

[0008] In this technical solution, the cooperation of the shaft tube, shaft shoulder, and sealed bearing provides a stable center of rotation for the entire driveshaft. The ball-and-socket joint structure, formed by the rubber ball bearing, the first arc surface of the housing, and the second arc surface of the pressure block, allows the support structure to have a certain degree of angular self-adjustment capability while being fixed to the vehicle frame. The rubber material of the ball bearing has good elasticity, which can dampen and absorb road impacts and vibrations transmitted from the steering gear through the driveshaft in the reverse direction. Its spherical structure ensures that the damping effect is effective in all directions. This reduces steering wheel vibration and improves driving comfort and smoothness. This structure solves the technical problems of support and vibration damping in three-universal joint steering driveshafts.

[0009] In some embodiments of this application, the first arc surface and the second arc surface together form a ball-and-socket structure, and the outer ring of the rubber ball bearing is constrained within the ball-and-socket structure to form a ball-and-socket connection.

[0010] In this technical solution, a ball-and-socket structure formed by the first and second arc surfaces constrains the outer ring of the rubber ball bearing, creating a ball-and-socket connection that improves the smoothness of rotation. This ball-and-socket connection design allows the rubber ball bearing to rotate within a multi-dimensional range, compensating for axial misalignment caused by suspension deformation and load changes during vehicle operation, and reducing transmission jerking. The elastic properties of the rubber material and the rigid constraint of the ball-and-socket structure work synergistically to absorb vibration energy caused by road bumps, improving driving comfort. This structure also simplifies the assembly process; the separate design of the housing and pressure block allows for quick positioning and installation, improving assembly efficiency and facilitating future maintenance and replacement.

[0011] In some embodiments of this application, the housing includes: An annular shell, the inner wall of which is fitted and connected to the outer wall of the rubber ball bearing; A connecting plate is fixedly disposed on the outer peripheral wall of the annular shell, and a connecting hole is provided on the connecting plate for connecting with the vehicle frame.

[0012] In this technical solution, the bearing assembly is positioned and stably supported by a mating connection between the annular shell and the outer wall of the rubber ball bearing. The annular structure design evenly distributes radial loads and enhances the shell's resistance to deformation. The integrated design of the connecting plate and the annular shell strengthens the overall structural rigidity, and the mating connection between the connecting hole and the frame ensures a secure assembly of the steering drive shaft and the vehicle body, reducing resonance during driving. The tight fit between the inner wall of the annular shell and the rubber ball bearing helps absorb vibration energy and reduces noise transmission.

[0013] In some embodiments of this application, a first retaining spring is also included. A first groove is provided on the inner wall of the annular shell, and the first retaining spring is disposed in the first groove. The first retaining spring is used to achieve axial positioning of the pressure block.

[0014] In this technical solution, the axial positioning of the pressure block is achieved through the cooperation between the first retaining spring and the first groove on the inner wall of the annular shell, limiting the axial displacement of the pressure block during operation and avoiding the risk of loosening or falling off due to vibration. The retaining spring structure features convenient installation and reliable positioning. During assembly, it can quickly embed into the groove through elastic deformation, forming a stable mechanical limit. Compared to traditional bolt fixing methods, this improves assembly efficiency and reduces the number of parts. The elastic characteristics of the first retaining spring can buffer the impact load between the pressure block and the shell, reducing noise and wear caused by rigid contact and extending the component's service life. Simultaneously, the standardized design of the groove and retaining spring facilitates mass production, reduces manufacturing costs, and allows for quick disassembly and replacement with simple tools during later maintenance, improving maintenance convenience. This structure ensures axial positioning accuracy and provides a stable support environment for the rubber ball bearing.

[0015] In some embodiments of this application, a second retaining ring is further included. A second groove is provided on the shaft tube, and the second retaining ring is disposed in the second groove. The second retaining ring is used to axially position the sealed bearing, and the second retaining ring cooperates with the shaft shoulder to restrict the sealed bearing from moving axially along the shaft tube.

[0016] In this technical solution, the second retaining ring engages with the shaft shoulder to create a bidirectional axial limit for the sealed bearing, suppressing axial movement of the bearing under high-speed rotation and improving the stability of the transmission system. The elastic engagement structure between the second groove and the retaining ring enables rapid bearing positioning, reducing assembly steps and improving production efficiency compared to traditional nut fixing methods. The retaining ring's elastic properties buffer impact loads during vehicle operation, avoiding stress concentration caused by rigid contact and reducing bearing wear rate. The removable structure of the retaining ring facilitates later maintenance and replacement; bearing assembly and disassembly can be completed using specialized tools. This positioning ensures the sealed bearing always maintains its optimal working position, guaranteeing its sealing performance and preventing lubricant leakage and contaminant intrusion.

[0017] In some embodiments of this application, the outer ring of the rubber ball bearing is provided with a third groove, and there are multiple third grooves, which are distributed at intervals along the circumference of the outer ring of the rubber ball bearing. The third grooves are used to store lubricating oil.

[0018] In this technical solution, multiple circumferentially spaced third grooves are incorporated into the outer ring of the rubber ball bearing. These grooves store grease, forming a continuous lubricating film, reducing the coefficient of friction, and minimizing component wear. The circumferential spacing design causes directional elastic deformation of the rubber material under stress, improving the angle compensation of the ball joint connection and enhancing the steering system's handling sensitivity. The grooves also serve as stress relief channels, dispersing concentrated stress to multiple points and preventing rubber aging and cracking. The groove structure increases the assembly friction between the bearing outer ring and the housing, preventing abnormal noises caused by relative rotation, and achieves an interference fit with the inner wall of the annular housing. This design effectively prevents dust and moisture intrusion, improving the environmental adaptability and long-term reliability of the steering drive shaft.

[0019] In some embodiments of this application, a sealing ring is also included. A fourth groove is provided on the outer peripheral wall of the pressure block, and the sealing ring is disposed in the fourth groove. The sealing ring is used to prevent water and dust at the mating point between the outer peripheral wall of the pressure block and the housing from entering the inner cavity of the housing.

[0020] In this technical solution, a sealing ring is installed in the fourth groove on the outer peripheral wall of the pressure block, forming an axial dynamic sealing structure that prevents external water and dust from entering the inner cavity of the housing. The interference fit between the sealing ring and the housing ensures continuous sealing performance under axial displacement conditions of the pressure block, avoiding the risk of seal failure caused by traditional gap seals. The positioning structure of the fourth groove prevents the sealing ring from circumferentially shifting or falling off under vibration conditions, ensuring a uniform distribution of sealing contact pressure.

[0021] In some embodiments of this application, a drain outlet is provided on one side of the housing. The drain outlet penetrates the housing and is used to drain water accumulated inside the housing due to vehicle wading or humid environment, so as to prevent the sealed bearing and rubber ball bearing from being corroded by long-term contact with water.

[0022] In this technical solution, a drain outlet penetrating the housing is provided on one side of the housing to quickly drain water accumulated inside the housing during vehicle wading or in humid environments, preventing corrosion problems caused by long-term immersion of the sealed bearings and rubber ball bearings. The drain outlet adopts an inclined flow-guiding design, utilizing gravity and vehicle vibration to accelerate drainage. The rounded corners of the drain outlet reduce stress concentration, and combined with the one-piece molding process of the housing, this enhances structural strength.

[0023] In some embodiments of this application, the inner ring of the sealed bearing and the shaft tube, and the outer ring of the sealed bearing and the inner ring of the rubber ball bearing are both interference fits.

[0024] In this technical solution, a rigid connection system is formed by the interference fit between the inner ring of the sealed bearing and the shaft tube, and between the outer ring and the inner ring of the rubber ball bearing. The radial preload generated by the interference fit creates an elastic deformation zone on the contact surface, distributing the impact load across the entire contact interface, reducing the stress concentration factor, and increasing the bearing's load-bearing capacity. The tight fit between the metals also reduces fretting wear.

[0025] In a second aspect, this application provides a vehicle including a frame and a steering system disposed on the frame, the steering system including a steering drive shaft as described in the first aspect.

[0026] In this technical solution, by integrating the steering driveshaft described in the first aspect into the vehicle's steering system, the overall vehicle steering performance and driving safety are improved. Traditional two-universal-knuckle steering driveshafts lack sufficient space adaptability and cannot meet the design requirements of compact engine compartments. The steering system of this solution uses a steering driveshaft with a three-universal-knuckle structure. The three-universal-knuckle structure allows for flexible adjustment of the steering driveshaft's angle, and, combined with the support structure of this solution, adapts to the complex spatial layout of the engine compartment. This enables the vehicle to support a more compact body design or a more rational arrangement of engine compartment components, improving the vehicle's adaptability in platform-based and diversified development, and reducing the cost of modifying the steering system when developing multiple models.

[0027] As can be seen from the above technical solutions, additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the overall structure of the steering drive shaft of this application; Figure 2 This is a schematic diagram of the overall structure of the steering drive shaft from another angle in this application; Figure 3 This is a cross-sectional view of the steering drive shaft of this application; Figure 4 yes Figure 3 Enlarged view of section A in the middle; Figure 5 This is a schematic diagram of the connection structure between the housing and the pressure block of the steering drive shaft in this application; Figure 6 This is a schematic diagram of the rubber ball bearing structure of the steering drive shaft of this application; Figure 7 This is a cross-sectional view of the housing structure of the steering drive shaft of this application; Figure 8 This is a schematic diagram of the shaft tube structure of the steering drive shaft of this application; Figure 9 This is a schematic diagram of the pressure block structure of the steering drive shaft of this application.

[0029] In the above figures: 1. Shaft tube; 11. Shaft shoulder; 12. Second groove; 2. Sealed bearings; 3. Rubber ball bearing; 31. Third groove; 4. Shell; 41. Annular shell; 411. First arc surface; 412. First groove; 42. Connecting plate; 421. Connecting hole; 43. Drain outlet; 5. Pressing block; 51. Second arc surface; 52. Fourth groove; 6. First snap ring; 7. Second snap ring; 8. Sealing ring. Detailed Implementation

[0030] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application. In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," 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, an electrical connection, or a connection that allows communication between components; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components, unless otherwise expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances. In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature. In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0031] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments. It should be noted that the steering driveshaft is a transmission component of the automotive steering system, responsible for transmitting the driver's steering inputs to the steering gear. Its structure is related to the vehicle's steering response speed, driving stability, and safety. With the diversification of automotive product layouts and the compact design of engine compartments, the traditional steering driveshaft structure is no longer suitable for the layout requirements of some models. The three-universal joint structure, due to its ability to flexibly adjust the steering driveshaft's angle, has gradually become an important choice for space-constrained vehicles. However, this structure has also brought new technical challenges in areas such as support, shock absorption, and protection.

[0032] Currently, the mainstream steering driveshaft in the automotive industry adopts a two-universal-joint structure, which is technically mature, easy to install, and meets the needs of most conventional models. For special models with limited space and requiring adjustments to the steering angle, the industry has been experimenting with three-universal-joint structures. To address the issue of the inability to fix the positions of the two steering shaft sections in a three-universal-joint structure, existing solutions typically involve installing a support structure at the lower steering drive assembly and mounting it to the longitudinal beams of the vehicle frame.

[0033] The existing technology still has many shortcomings that need to be addressed. The existing structure does not have a dedicated shock-absorbing component designed for the stress characteristics of the three universal joints. Road impacts are easily transmitted to the steering wheel through the steering system, affecting driving comfort. The lower steering drive shaft assembly is located in the complex environment of the engine compartment. The existing structure lacks an effective waterproof and dustproof design, which can easily cause corrosion and wear of internal bearings and other components, shortening the service life of the steering drive shaft.

[0034] Based on this, this application proposes a steering drive shaft and a vehicle including the steering drive shaft. A shoulder is provided on the shaft tube, the inner ring of a sealed bearing is fitted onto the shaft tube and positioned by the shoulder, and a rubber ball bearing is fitted onto the outer ring of the sealed bearing. The inner wall of the housing has a first arc surface, the inner wall of the pressure block has a second arc surface, and the two sides of the outer ring of the rubber ball bearing are respectively placed within the first and second arc surfaces. The outer wall of the pressure block is assembled inside the housing. The housing includes an annular shell whose inner wall mates with the rubber ball bearing and the outer wall of the pressure block, a connecting plate fixed to the outer peripheral wall of the annular shell and having a connecting hole for connecting to the vehicle frame, and a drain outlet on the housing. The inner ring of the sealed bearing is connected to the shaft tube. The outer ring of the sealed bearing and the inner ring of the rubber ball bearing are both interference fit. The structural design of setting a sealing ring on the outer peripheral wall of the pressure block ensures the transmission of steering torque, absorbs manufacturing and assembly tolerances to avoid abnormal noise of the support structure and improves assembly efficiency, buffers road impacts to reduce steering wheel vibration and improve driving comfort, prevents water and dust intrusion and drains accumulated water to reduce corrosion and wear of internal components, and adapts to the compact space of the engine compartment and the layout requirements of the three universal joint. It solves the support and positioning problem of the three universal joint steering drive shaft, the problem of poor shock absorption of the steering system affecting driving comfort, and the problem of traditional steering drive shafts being difficult to adapt to the layout of vehicles with limited space.

[0035] In the following, embodiments of this application will be described in detail with reference to the accompanying drawings.

[0036] As attached Figures 1 to 9 As shown, in a first aspect, this application provides a steering drive shaft, including a shaft tube 1, a sealed bearing 2, a rubber ball bearing 3, a housing 4, and a pressure block 5. A shoulder 11 is provided on the shaft tube 1; the inner ring of the sealed bearing 2 is fitted onto the shaft tube 1 and positioned by the shoulder 11; the outer wall of the pressure block 5 is assembled inside the housing 4, and a stepped surface is provided inside the housing 4, with one end of the pressure block 5 abutting against the stepped surface for positioning.

[0037] In some embodiments, the rubber ball bearing 3 is sleeved on the outer ring of the sealed bearing 2; the inner wall of the housing 4 is provided with a first arc surface 411, and one side of the outer ring of the rubber ball bearing 3 is disposed within the first arc surface 411; the inner wall of the pressure block 5 is provided with a second arc surface 51, and the other side of the outer ring of the rubber ball bearing 3 is disposed within the second arc surface 51. Through the cooperation of the shaft tube 1, the shaft shoulder 11 and the sealed bearing 2, a stable rotation center is provided for the entire drive shaft. The ball-and-socket joint structure formed by the rubber ball bearing 3, the first arc surface 411 of the housing 4 and the second arc surface 51 of the pressure block 5 enables the support structure to have a certain degree of angular adaptive adjustment capability while being fixed to the frame.

[0038] In some embodiments, the rubber material of the rubber ball bearing 3 has good elasticity, which can dampen and absorb road impacts and vibrations transmitted in the reverse direction from the steering gear via the drive shaft; its spherical structure allows the damping effect to be effective in all directions. This reduces the vibration of the steering wheel and improves driving comfort and smoothness; this structure solves the technical problems of support and vibration damping in the three-universal joint steering drive shaft.

[0039] In some embodiments, the first arc surface 411 and the second arc surface 51 together form a ball-and-socket structure, and the outer ring of the rubber ball bearing 3 is constrained within the ball-and-socket structure, forming a ball-and-socket connection. The ball-and-socket structure formed by the first arc surface 411 and the second arc surface 51 constrains the outer ring of the rubber ball bearing 3 to form a ball-and-socket connection, improving the smoothness of rotation. The ball-and-socket connection design allows the rubber ball bearing 3 to rotate in multiple dimensions, compensating for axial misalignment caused by load changes during vehicle operation and reducing transmission jerking. The elastic properties of the rubber material and the rigid constraint of the ball-and-socket structure work synergistically to absorb vibration energy caused by road bumps, improving driving smoothness. This structure also simplifies the assembly process; the separate design of the housing 4 and the pressure block 5 enables quick positioning and installation, improving assembly efficiency and facilitating later maintenance and replacement.

[0040] In some embodiments, the housing 4 includes an integrally formed annular shell 41 and a connecting plate 42. The inner wall of the annular shell 41 is fitted and connected to the outer wall of the rubber ball bearing 3; the connecting plate 42 is fixedly disposed on the outer peripheral wall of the annular shell 41, and a connecting hole 421 is provided on the connecting plate 42 for connection with the vehicle frame. The fit between the annular shell 41 and the outer wall of the rubber ball bearing 3 achieves the positioning and stable support of the bearing assembly. The annular structure design can evenly distribute radial loads and improve the deformation resistance of the housing 4. The integrated design of the connecting plate 42 and the annular shell 41 enhances the overall structural rigidity, and the fit between the connecting hole 421 and the vehicle frame ensures the stable assembly of the steering drive shaft and the vehicle body, reducing resonance during driving. The tight fit between the inner wall of the annular shell 41 and the rubber ball bearing 3 can help absorb vibration energy and reduce noise transmission.

[0041] In some embodiments, a first retaining ring 6 is also provided on the steering drive shaft, and a first groove 412 is provided on the inner wall of the annular shell 41. The first retaining ring 6 is disposed in the first groove 412 and is used to achieve axial positioning of the pressure block 5. Through the cooperation design between the first retaining ring 6 and the first groove 412 on the inner wall of the annular shell 41, the axial positioning of the pressure block 5 is achieved, limiting the axial displacement of the pressure block 5 during operation and avoiding the risk of loosening or falling off due to vibration. The retaining ring structure has the characteristics of convenient installation and reliable positioning. It can be quickly embedded into the groove through elastic deformation during assembly to form a stable mechanical limit. Compared with the traditional bolt fixing method, it improves assembly efficiency and reduces the number of parts. The elastic characteristics of the first retaining ring 6 can buffer the impact load between the pressure block 5 and the shell 4, reduce the noise and wear generated by rigid contact, and extend the service life of the component. At the same time, the standardized design of the groove and the retaining ring facilitates mass production, reduces manufacturing costs, and can be quickly disassembled and replaced with simple tools during later maintenance, improving maintenance convenience. This structure ensures axial positioning accuracy and provides a stable support environment for the rubber ball bearing 3.

[0042] In some embodiments, a second retaining ring 7 is also provided on the steering drive shaft, and a second groove 12 is provided on the shaft tube 1. The second retaining ring 7 is disposed in the second groove 12. The second retaining ring 7 is used to axially position the sealed bearing 2. The second retaining ring 7 cooperates with the shaft shoulder 11 to restrict the axial movement of the sealed bearing 2 along the shaft tube 1. Through the cooperation of the second retaining ring 7 and the shaft shoulder 11, a bidirectional axial limit is formed on the sealed bearing 2, suppressing the axial movement of the bearing under high-speed rotation conditions and improving the stability of the transmission system. The elastic engagement structure of the second groove 12 and the retaining ring realizes the rapid positioning of the bearing, reducing assembly steps and improving production efficiency compared with the traditional nut fixing method. The elastic characteristics of the retaining ring can buffer the impact load during vehicle operation, avoid stress concentration caused by rigid contact, and reduce the bearing wear rate. The detachable structure of the retaining ring facilitates later maintenance and replacement, and the bearing can be disassembled and assembled with special tools. This positioning ensures that the sealed bearing 2 always maintains the optimal working position, ensuring its sealing performance and preventing lubricant leakage and contaminant intrusion.

[0043] In some embodiments, the outer ring of the rubber ball bearing 3 is provided with a third groove 31, and multiple third grooves 31 are provided, which are distributed circumferentially along the outer ring of the rubber ball bearing 3. By providing multiple circumferentially spaced third grooves 31 on the outer ring of the rubber ball bearing 3, the groove structure can store grease, form a continuous lubricating film, reduce the coefficient of friction, and reduce component wear. The circumferential spacing design causes the rubber material to produce directional elastic deformation under stress, improves the angle compensation of the ball joint connection, and enhances the handling sensitivity of the steering system. The groove also serves as a stress release channel, dispersing concentrated stress to multiple points and preventing rubber aging and cracking. The groove structure increases the assembly friction between the bearing outer ring and the housing 4, preventing abnormal noise caused by relative rotation, and achieves an interference fit with the inner wall of the annular housing 41. This design can effectively prevent dust and moisture intrusion, improving the environmental adaptability and long-term reliability of the steering drive shaft.

[0044] In some embodiments, a sealing ring 8 is also provided on the steering drive shaft, and a fourth groove 52 is formed on the outer peripheral wall of the pressure block 5. The sealing ring 8 is disposed in the fourth groove 52. The sealing ring 8 is used to prevent water and dust from entering the inner cavity of the housing 4 at the mating point between the outer peripheral wall of the pressure block 5 and the housing 4. By providing the sealing ring 8 in the fourth groove 52 on the outer peripheral wall of the pressure block 5, an axial dynamic sealing structure is formed, blocking external water and dust from intruding into the inner cavity of the housing 4. The interference fit between the sealing ring 8 and the housing 4 ensures continuous sealing performance under axial displacement conditions of the pressure block 5, avoiding the risk of sealing failure caused by traditional gap seals. The positioning structure of the fourth groove 52 prevents the sealing ring 8 from circumferentially moving or falling off under vibration conditions, so that the sealing contact pressure is evenly distributed.

[0045] In some embodiments, a drain outlet 43 is provided on one side of the housing 4, penetrating the housing 4, to drain water accumulated inside the housing 4 due to vehicle wading or humid environments, preventing corrosion of the sealed bearing 2 and rubber ball bearing 3 due to prolonged contact with water. By providing a drain outlet 43 penetrating the housing 4 on one side, water accumulated inside the housing 4 in wading or humid environments can be quickly drained, preventing corrosion problems caused by prolonged immersion of the sealed bearing 2 and rubber ball bearing 3. The drain outlet 43 adopts an inclined flow guiding design, utilizing gravity and vehicle vibration to accelerate drainage. The rounded corner transition of the drain outlet 43 reduces stress concentration, and combined with the one-piece molding process of the housing 4, it can improve structural strength.

[0046] In some embodiments, the inner ring of the sealed bearing 2 and the shaft tube 1, and the outer ring of the sealed bearing 2 and the inner ring of the rubber ball bearing 3, are both interference fits. Through the interference fits between the inner ring of the sealed bearing 2 and the shaft tube 1, and between the outer ring of the sealed bearing 2 and the inner ring of the rubber ball bearing 3, a rigid connection system is formed. The radial preload generated by the interference fit creates an elastic deformation zone on the contact surface, distributing the impact load across the entire contact interface, reducing the stress concentration factor, and increasing the bearing's load-bearing capacity. The tight fit between the metals reduces fretting wear.

[0047] Secondly, this application provides a vehicle, including a frame and a steering system mounted on the frame, the steering system including a steering driveshaft as described in the first aspect. By integrating the steering driveshaft of the first aspect into the vehicle steering system, the overall vehicle steering performance and driving safety are improved. Traditional two-universal-knuckle steering driveshafts lack sufficient space adaptability and cannot meet the design requirements of compact vehicle cabins.

[0048] In some embodiments, the vehicle's steering system employs a steering driveshaft with a three-universal joint structure. The three-universal joint allows for flexible adjustment of the steering driveshaft's arrangement angle. Combined with the support structure of the steering driveshaft in this solution, it adapts to the complex spatial layout within the engine compartment. This enables the vehicle to support a more compact body design or a more rational arrangement of engine compartment components, improving the vehicle's adaptability in platform-based and diversified development, and reducing the cost of modifying the steering system during multi-model development.

[0049] During vehicle operation, the impact of road bumps is transmitted to the steering system through the suspension. If the impact is directly transmitted to the steering wheel, it can easily lead to driver fatigue and affect the driving experience. In this solution, the rubber ball bearing 3 of the steering drive shaft is made of elastically deformable rubber, filtering the vibrations generated by road impacts and reducing the amplitude of vibration transmitted from the steering drive shaft to the steering wheel. The interference fit of the sealed bearing 2 can prevent frictional noise between components caused by vibration, further reducing cabin noise. The vehicle's driving comfort is improved under complex road conditions, especially in long-distance driving scenarios, effectively reducing driver fatigue.

[0050] The complex operating conditions inside the engine compartment, including water exposure, dust, and high-temperature oil mist, can easily lead to corrosion and wear of the bearings in traditional steering driveshafts, shortening the service life of the steering system. This solution addresses this by implementing a protective design for the steering driveshaft, such as the drain outlet 43 in the housing 4, the self-sealing performance of the sealed bearing 2, and two interference fits forming a physical barrier. This isolates the vehicle from external impurities and moisture. After the vehicle has been submerged in water, the drain outlet 43 quickly drains water accumulated inside the housing 4, preventing the sealed bearing 2 and rubber ball bearing 3 from prolonged immersion and corrosion. The interference fit also prevents dust from seeping into the mating surfaces of components, reducing bearing wear. This reduces the failure rate of the steering system, decreases the frequency of repairs during the vehicle's warranty period, extends the replacement cycle of the steering system, and lowers the user's vehicle use and maintenance costs.

[0051] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A steering drive shaft, characterized in that, include: A shaft tube (1) is provided with a shoulder (11); A sealed bearing (2) has its inner ring fitted onto the shaft tube (1) and positioned by the shaft shoulder (11). A rubber ball bearing (3) is fitted onto the outer ring of the sealed bearing (2); The housing (4) has a first arc surface (411) on its inner wall, and one side of the outer ring of the rubber ball bearing (3) is located inside the first arc surface (411). The outer wall of the pressure block (5) is assembled inside the housing (4), and the inner wall of the pressure block (5) is provided with a second arc surface (51). The side of the outer ring of the rubber ball bearing (3) away from the housing (4) is located in the second arc surface (51).

2. The steering drive shaft according to claim 1, characterized in that, The first arc surface (411) and the second arc surface (51) together form a ball-and-socket structure, and the outer ring of the rubber ball bearing (3) is constrained within the ball-and-socket structure to form a ball-and-socket connection.

3. The steering drive shaft according to claim 1, characterized in that, The housing (4) includes: An annular shell (41), the inner wall of which is connected to the outer wall of the rubber ball bearing (3); A connecting plate (42) is fixedly disposed on the outer peripheral wall of the annular shell (41). A connecting hole (421) is provided on the connecting plate (42) for connecting with the frame.

4. The steering drive shaft according to claim 3, characterized in that, It also includes a first retaining ring (6), and a first groove (412) is provided on the inner wall of the annular shell (41). The first retaining ring (6) is disposed in the first groove (412) and is used to realize the axial positioning of the pressure block (5).

5. The steering drive shaft according to claim 1, characterized in that, It also includes a second retaining ring (7), and a second groove (12) is provided on the shaft tube (1). The second retaining ring (7) is disposed in the second groove (12). The second retaining ring (7) is used to axially position the sealed bearing (2). The second retaining ring (7) cooperates with the shaft shoulder (11) to restrict the sealed bearing (2) from moving axially along the shaft tube (1).

6. The steering drive shaft according to claim 1, characterized in that, The outer ring of the rubber ball bearing (3) is provided with a third groove (31), and there are multiple third grooves (31). The multiple third grooves (31) are distributed at intervals along the circumference of the outer ring of the rubber ball bearing (3). The third grooves (31) are used to store lubricating oil.

7. The steering drive shaft according to claim 1, characterized in that, It also includes a sealing ring (8). A fourth groove (52) is provided on the outer peripheral wall of the pressure block (5). The sealing ring (8) is disposed in the fourth groove (52). The sealing ring (8) is used to prevent water and dust at the joint between the outer peripheral wall of the pressure block (5) and the housing (4) from entering the inner cavity of the housing (4).

8. The steering drive shaft according to claim 1, characterized in that, A drain outlet (43) is provided on one side of the housing (4), and the drain outlet (43) penetrates the housing (4) to drain the water inside the housing (4).

9. The steering drive shaft according to claim 1, characterized in that, The inner ring of the sealed bearing (2) and the shaft tube (1) are both interference fits, as are the outer ring of the sealed bearing (2) and the inner ring of the rubber ball bearing (3).

10. A vehicle, characterized in that, The vehicle includes a frame and a steering system disposed on the frame, the steering system comprising a steering drive shaft as described in any one of claims 1 to 9.

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