CN116398532A - Transmission shaft tube assembly, transmission system and vehicle - Google Patents

Abstract

The application relates to a transmission shaft tube assembly, transmission system and vehicle, transmission shaft tube assembly includes central siphon, cup joint piece and a plurality of connecting piece. One end of the sleeve joint piece is nested with one end of the shaft tube, any connecting piece is sequentially inserted into the side wall of the shaft tube and the side wall of the sleeve joint piece along the radial direction of the shaft tube, and interference fit is achieved between the connecting piece and the shaft tube and between the connecting piece and the sleeve joint piece. The transmission shaft tube assembly can solve the problem that stable and durable connection and accurate dynamic balance cannot be achieved between the light-weight shaft tube and parts such as the spline sleeve, the flange yoke and the like.

Description

Transmission shaft tube assembly, transmission system and vehicle

Technical Field

The application relates to the technical field of vehicles, in particular to a transmission shaft tube assembly, a transmission system and a vehicle.

Background

Under the background of energy conservation and environmental protection, automobile manufacturers are increasingly focusing on reducing the total weight of the vehicle to achieve the purpose of reducing energy consumption, so that the light weight requirements on all main parts of the automobile are increasing. In the past, in the transmission shaft tube assembly of car, often adopt the steel pipe as the shaft tube material of transmission shaft to weld cast iron's spline sleeve pipe and flange fork at the both ends of shaft tube, weld the balancing piece at the lateral wall of shaft tube, lead to the weight of transmission shaft tube assembly great.

In order to achieve light weight, a non-metal composite material such as carbon fiber is adopted as a shaft tube material in the related art, but the non-metal composite material such as carbon fiber cannot be welded like metal, so that stable and durable connection and accurate dynamic balance between the light-weight shaft tube and parts such as spline sleeve, flange yoke and the like cannot be achieved.

Disclosure of Invention

Accordingly, it is necessary to provide a propeller shaft tube assembly, a transmission system, and a vehicle, which solve the problem that stable and durable connection and accurate dynamic balance cannot be achieved between the lightweight shaft tube and the spline sleeve, the flange yoke, and the like.

According to one aspect of the present application, there is provided a driveshaft tube assembly comprising: a shaft tube; one end of the sleeve joint piece is nested with one end of the shaft tube; and any connecting piece is inserted into the side wall of the shaft tube and the side wall of the sleeve joint piece in sequence along the radial direction of the shaft tube, and the connecting piece is in interference fit with the shaft tube and the connecting piece is in interference fit with the sleeve joint piece.

In some embodiments, the driveshaft tube assembly includes a set of connection structures that are circumferentially around the tube; the connecting structure group comprises a plurality of connecting pieces which are arranged at intervals along the circumferential direction of the shaft tube.

In some embodiments, the driveshaft tube assembly includes a plurality of sets of connection structures disposed at intervals along an axial direction of the tube.

In some embodiments, the connectors of one of the two adjacent connector structure sets are arranged offset from the connectors of the other connector structure set.

In some embodiments, the set of connection structures includes an even number of the connection members.

In some embodiments, the shaft tube is an interference fit with the socket; or the shaft tube is adhered with the sleeve joint part through an adhesive layer.

In some embodiments, the driveshaft tube assembly further includes a reinforcing layer wound around the nesting portion of the tube and the socket, and the reinforcing layer covers the plurality of connectors.

In some embodiments, the driveshaft tube assembly further includes a balance tab and clip disposed on an outer side of the tube; the balance piece is attached to the outer side surface of the shaft tube; the clamp hoop surrounds outside the shaft tube, and the inner side surface of the clamp hoop is abutted with one side surface of the balance piece, which is away from the shaft tube.

According to another aspect of the present application, there is provided a transmission system including a driveshaft tube assembly as previously described.

According to another aspect of the present application there is provided a vehicle comprising a drive train as described above.

The utility model provides a transmission shaft central siphon assembly through the nested setting of central siphon and socket, simultaneously, sets up the lateral wall that a plurality of connecting pieces inserted the central siphon in proper order and the lateral wall of socket to with connecting piece and central siphon interference fit, with connecting piece and socket interference fit, make there is not circumference relative motion between central siphon and the socket, realize the reliable connection between central siphon and the socket. Therefore, when one of the shaft tube and the sleeve joint piece rotates around the axis, the connecting piece in interference fit with the shaft tube is driven to rotate around the axis, and the other of the shaft tube and the sleeve joint piece is driven to rotate, so that power transmission between the shaft tube and the sleeve joint piece is realized.

Drawings

FIG. 1 is a schematic view showing a structure of a propeller shaft tube assembly according to an embodiment of the present application;

FIG. 2 shows a partial enlarged view at A in FIG. 1;

FIG. 3 is a schematic view showing the structure of a balance sheet of a driveshaft tube assembly according to an embodiment of the present application;

FIG. 4 is a schematic view showing a sectional structure along the direction B-B in FIG. 3;

fig. 5 is a schematic cross-sectional view showing a balance sheet of a driveshaft tube assembly according to another embodiment of the present application;

fig. 6 is a schematic cross-sectional view showing a balance piece of a propeller shaft tube assembly according to still another embodiment of the present application.

Reference numerals illustrate:

1. a spline sleeve; 2. a shaft tube; 3. a flange yoke; 4. a connecting piece; 5. a reinforcing layer; 6. clamping hoops; 7. a balancing piece; 71. and a limit groove.

Detailed Description

In order to make the above objects, features and advantages of the present application more comprehensible, embodiments accompanied with figures are described in detail below. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. This application is, however, susceptible of embodiment in many other forms than those described herein and similar modifications can be made by those skilled in the art without departing from the spirit of the application, and therefore the application is not to be limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if there are terms such as "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., these terms refer to the orientation or positional relationship based on the drawings, which are merely for convenience of description and simplification of description, and do not indicate or imply that the apparatus or element referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the present application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In this application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.

In this application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Under the background of energy conservation and environmental protection, automobile manufacturers are increasingly focusing on reducing the total weight of the vehicle to achieve the purpose of reducing energy consumption, so that the light weight requirements on all main parts of the automobile are increasing.

In the prior art, in a shaft tube assembly of a transmission shaft of an automobile, a steel tube is often used as a shaft tube material of the transmission shaft, and the weight of the shaft tube made of the steel tube is relatively large. In addition, in the propeller shaft tube assembly, the opposite ends of the shaft tube are also welded with a spline sleeve and a flange yoke of metal material, such as cast iron, respectively, so as to realize connection between the two ends of the shaft tube and other components through the spline sleeve and the flange yoke. In addition, the outer side wall of the shaft tube is welded with a balance piece made of metal so as to realize balance of the balance weight of the transmission shaft tube assembly. Thus, the overall weight of the propeller shaft tube assembly is further increased, which is not in line with the requirement of light weight.

Based on the above, the inventor of the present application considers that the non-metal composite material such as carbon fiber has lighter weight and higher strength than the metal material such as steel pipe and cast iron, and if the non-metal composite material such as carbon fiber is applied to the propeller shaft tube assembly of the automobile, the strength of the propeller shaft tube assembly can be improved and the purpose of light weight can be achieved. However, since non-metal composite materials such as carbon fiber cannot be welded together like metal materials, the connection and fixation between the components in the propeller shaft tube assembly is a difficult problem.

Therefore, the inventor of the application further researches a connection and fixation mode between components made of non-metal composite materials such as carbon fibers, and the inventor of the application finds that when the bolts penetrate through the inner sleeve and the outer sleeve nested inside and outside simultaneously, the bolts can provide pretightening force for the inner sleeve and the outer sleeve along the radial direction of the sleeve, so that the outer side wall of the inner sleeve and the inner side wall of the outer sleeve are tightly attached. When the sleeve rotates around the axis of the sleeve, friction force along the circumferential direction of the sleeve can be generated between the outer side wall of the inner sleeve and the inner side wall of the outer sleeve, and force transmission between the inner sleeve and the outer sleeve can be realized by utilizing the friction force. Thus, when the friction force is applied to the transmission shaft tube assembly, the friction force between the inner sleeve and the outer sleeve can realize the force transmission in the transmission process.

However, the manner of bolting has disadvantages. Specifically, although the bolts can provide a preload force in the radial direction of the casing, contact between the inner casing and the outer casing generates a friction force in the circumferential direction of the casing, with which force transmission is achieved between the inner casing and the outer casing. However, because the bolts need to be screwed up in a rotating manner, tight fit cannot be completely achieved between the bolts and the sleeve in the radial direction of the bolts, namely gaps exist between the bolts and the bolt holes of the sleeve, so that looseness is easy to occur between the bolts and the sleeve in the transmission process, and further pretightening force applied by the bolts to the sleeve in the radial direction of the sleeve is reduced or eliminated, so that a state of tight contact cannot be stably maintained between the inner sleeve and the outer sleeve, namely stable friction force along the circumferential direction of the sleeve cannot be maintained between the inner sleeve and the outer sleeve, on one hand, friction force between the inner sleeve and the outer sleeve changes at different moments, on the other hand, friction force distribution is uneven at different positions along the circumferential direction of the sleeve, and stable force transmission between the inner sleeve and the outer sleeve cannot be achieved.

In other words, when the inner sleeve and the outer sleeve nested inside and outside are connected by the bolts, the principle of realizing force transmission between the inner sleeve and the outer sleeve is that the bolts apply pretightening force to the inner sleeve and the outer sleeve along the radial direction of the sleeve, so that friction force along the circumferential direction of the sleeve is generated between the inner sleeve and the outer sleeve, namely that the force transmission between the inner sleeve and the outer sleeve is not dependent on the bolts. Therefore, if the bolt is loosened during use, it is difficult to maintain stable force transmission between the inner and outer bushings even if the bolt is not separated from the bushing.

The inventors of the present application further studied other connection fixing methods. The connection and fixation between the inner sleeve and the outer sleeve nested inside and outside is achieved, for example, by means of gluing. However, the manner of adhesion essentially converts the friction between the inner sleeve and the outer sleeve into the adhesion between the inner sleeve and the adhesive layer and the adhesion between the outer sleeve and the adhesive layer. With the increase of the number of times of use, the adhesive force of the adhesive layer can be gradually weakened, so that stable force transmission between the inner sleeve and the outer sleeve is difficult to realize, namely stable and durable connection is difficult to realize in an adhesive mode, and accurate dynamic balance is not realized.

In order to solve the problems, the application provides a transmission shaft tube assembly, which comprises a shaft tube, a sleeve nested with the shaft tube, and a connecting piece which is inserted into the shaft tube and the sleeve simultaneously along the radial direction of the shaft tube, wherein the connecting piece is in interference fit with the shaft tube, and the connecting piece is in interference fit with the sleeve, so that the shaft tube can drive the sleeve to rotate after rotating, and reliable connection and power transmission between the shaft tube and the sleeve are realized.

Fig. 1 is a schematic structural view of a propeller shaft tube assembly according to an embodiment of the present application. Fig. 2 shows a partial enlarged view at a in fig. 1.

Referring to fig. 1 and 2, a propeller shaft tube assembly according to an embodiment of the present application includes a shaft tube 2, a socket, and a plurality of connectors 4. One end of the sleeve joint piece is nested with one end of the shaft tube 2. For example, one end of the sleeve joint is sleeved outside the shaft tube 2, or one end of the shaft tube 2 is sleeved outside the sleeve joint, so that the sleeve joint is connected with the shaft tube 2 in a nested manner. Any connecting piece 4 is inserted into the side wall of the shaft tube 2 and the side wall of the sleeve joint piece in sequence along the radial direction of the shaft tube 2, and interference fit is realized between the connecting piece 4 and the shaft tube 2 and between the connecting piece 4 and the sleeve joint piece. Illustratively, the connector 4 is a rivet. The connecting piece 4 may penetrate through the side wall of the shaft tube 2 and the side wall of the socket at the same time, or may penetrate through only one of the side wall of the shaft tube 2 and the side wall of the socket and partially insert into the other.

Based on this, can't produce around the relative motion of central siphon 2 circumference between central siphon 2 and the connecting piece 4, can't produce around the relative motion of cup joint circumference between cup joint and the connecting piece 4 for can't produce around central siphon 2 circumference relative motion between central siphon 2 and the cup joint, thereby realize the reliable connection between central siphon 2 and the cup joint. And when one of the shaft tube 2 and the sleeve joint piece rotates around the axis thereof, the connecting piece 4 in interference fit with the shaft tube 2 is driven to rotate around the axis, so that the other one of the shaft tube 2 and the sleeve joint piece is driven to rotate, and power transmission between the shaft tube 2 and the sleeve joint piece is realized. When the materials of the shaft tube 2 and the sleeve joint piece are different, the reliable connection and stable torque transmission between different materials can be realized through the connection mode of the embodiment.

It can be understood that when the connection between the shaft tube 2 and the socket is realized through the interference fit of the connecting piece 4 and the shaft tube 2 and the socket, no gap connection exists between the connecting holes of the connecting piece 4 and the shaft tube 2 and between the connecting piece 4 and the connecting hole of the socket along the axial direction of the connecting piece 4, so that looseness is not easy to occur between the shaft tube 2 and the socket. Therefore, in the process of realizing power transmission between the shaft tube 2 and the sleeve joint, the power transmission between the shaft tube 2 and the sleeve joint is stable, so that accurate dynamic balance is realized.

It should be noted that, because the connecting holes of the connecting piece 4 and the shaft tube 2 and the connecting holes of the connecting piece 4 and the socket are all connected without gaps, when the shaft tube 2 is sleeved outside the socket, no matter whether the inner wall of the shaft tube 2 is in direct contact with the outer wall of the socket, the shaft tube 2 and the socket can be relatively fixed along the circumferential direction of the shaft tube 2. In other words, under the conditions that the interference fit between the shaft tube 2 and the sleeve joint piece, the inner diameter of the shaft tube 2 is equal to the outer diameter of the sleeve joint piece, and the inner diameter of the shaft tube 2 is larger than the outer diameter of the sleeve joint piece, the reliable connection and the accurate dynamic balance between the shaft tube 2 and the sleeve joint piece can be realized by arranging the connecting piece 4 and simultaneously carrying out interference fit with the shaft tube 2 and the sleeve joint piece.

Optionally, the connector 4 is a rivet. By means of rivet connection, interference fit between the connecting piece 4 and the shaft tube 2 and between the connecting piece 4 and the sleeve joint is achieved.

Alternatively, the cross-sectional shape of the connector 4 is circular, oval, triangular, rectangular, prismatic, pentagonal, hexagonal, or a combination of at least two thereof.

Optionally, the shaft tube 2 is made of a nonmetallic composite material. Illustratively, the material of the shaft tube 2 is a carbon fiber composite material or a glass fiber composite material. Therefore, the light-weight requirement of the transmission shaft tube assembly can be met.

In an exemplary embodiment, the socket is a spline sleeve 1 connected to one end of the shaft tube 2, and one end of the shaft tube 2 is sleeved outside one end of the spline sleeve 1. Based on the above, the connection between the spline sleeve 1 and the shaft tube 2 can be ensured to be reliable and stable in torque transmission by utilizing the connection mode between the shaft tube 2 and the sleeve joint in the embodiment.

In another exemplary embodiment, the socket is a flange yoke 3 coupled to one end of the shaft tube 2, and one end of the shaft tube 2 is sleeved outside one end of the flange yoke 3. Based on this, the connection between the flange yoke 3 and the shaft tube 2 can be made reliable and torque transmission stable by connecting the shaft tube 2 and the socket in the above embodiment.

It can be understood that when the spline sleeve 1 and the flange yoke 3 are respectively connected to opposite ends of the shaft tube 2, the shaft tube 2 and the spline sleeve 1 and the shaft tube 2 and the flange yoke 3 can be connected by adopting the connection manner between the shaft tube 2 and the socket in the above embodiment, so that the connection among the spline sleeve 1, the shaft tube 2 and the flange yoke 3 is reliable and the torque transmission is stable. On the basis, the cast aluminum spline sleeve 1, the cast aluminum flange yoke 3, the lightweight shaft tube and the rivet are connected, so that the weight can be reduced to the maximum extent. Illustratively, the shaft tube 2 is made of carbon fiber composite material or glass fiber composite material, and the spline sleeve 1 and the flange yoke 3 are made of cast aluminum alloy materials. Thus, the weight of the shaft tube 2, the spline sleeve 1, and the flange yoke 3 can be sufficiently reduced, and the lightweight design of the propeller shaft tube assembly can be realized. On the basis, the spline sleeve 1, the shaft tube 2 and the flange yoke 3 are connected in the mode of connecting the shaft tube 2 with the sleeve joint in the embodiment, so that the problem that stable and durable connection and accurate dynamic balance cannot be realized between the light-weight shaft tube 2 and the spline sleeve 1, the flange yoke 3 and other parts at present can be solved.

Further, opposite ends of the driveshaft tube assembly can be used to connect the transmission assembly and the rear axle assembly, respectively.

In some embodiments, the driveshaft tube assembly includes a set of coupling structures that encircle the circumference of the tube 2, the set of coupling structures including a plurality of coupling members 4 that are spaced apart along the circumference of the tube 2. Through arranging a plurality of connecting pieces 4 along the circumference interval of central siphon 2 for the different position weight distribution along central siphon 2 circumference is even, thereby further ensures firm in connection and pass and turn round reliably. Illustratively, the number of the connectors 4 arranged at intervals along the circumferential direction of the shaft tube 2 is 3, 4, 5, 6, 7, 8, 9, 10, 11, 12.

Optionally, the set of connection structures comprises an even number of connection elements 4. For example 12, 14, 16, 18, 20 or other even numbers. The shaft tube 2 and the sleeve connecting pieces are connected through the even number of connecting pieces 4, so that the dynamic balance performance of the transmission shaft is improved, and the transmission shaft is more stable in operation.

Alternatively, the plurality of the coupling members 4 are uniformly spaced apart in the circumferential direction of the shaft tube 2. In this way, the weight distribution at different positions along the circumference of the shaft tube 2 can be made more uniform.

Optionally, the driveshaft tube assembly includes a plurality of sets of connection structures disposed at intervals along the axial direction of the tube 2. For example, 2, 3, 4, 5, 6 or more connection structure groups are provided at intervals along the axial direction of the shaft tube 2. Wherein the number of the connectors 4 of the plurality of connection structure groups is the same or different. Through setting up a plurality of connection structure group, can promote the connection reliability.

Alternatively, the propeller shaft tube assembly includes a plurality of connection structure groups disposed at intervals in the axial direction of the shaft tube 2, and in adjacent two connection structure groups, the connection members 4 of one connection structure group are arranged offset from the connection members 4 of the other connection structure group. Thus, on the basis of improving the connection reliability by increasing the number of the connection structure groups, the uniformity of the circumferential distribution of the plurality of connecting pieces 4 along the shaft tube 2 can be further improved, and the weight distribution of different parts along the circumferential direction of the shaft tube 2 can be further more uniform.

In some embodiments, the propeller shaft tube assembly includes a shaft tube 2, a socket, and a plurality of connectors 4, wherein one end of the shaft tube 2 is nested with one end of the socket, and the shaft tube 2 is in interference fit with the socket. For example, when the opposite ends of the shaft tube 2 are respectively sleeved with the spline sleeve 1 and the flange yoke 3, one end of the shaft tube 2 is sleeved at the end of the spline sleeve 1, the shaft tube 2 is in interference fit with the spline sleeve 1, the other end of the shaft tube 2 is sleeved at the end of the flange yoke 3, and the shaft tube 2 is in interference fit with the flange yoke 3. Any connecting piece 4 is inserted into the side wall of the shaft tube 2 and the side wall of the sleeve joint piece in sequence along the radial direction of the shaft tube 2, and interference fit is realized between the connecting piece 4 and the shaft tube 2 and between the connecting piece 4 and the sleeve joint piece. Through the interference fit between the shaft tube 2 and the sleeve joint piece, the shaft tube 2 and the spline sleeve 1 do not have radial relative motion in the inserting process of the connecting piece 4, namely, the interference fit between the connecting piece 4 and the shaft tube 2 and between the connecting piece 4 and the sleeve joint piece can be better ensured, so that the reliability of connection between the shaft tube 2 and the sleeve joint piece is improved.

In other embodiments, the transmission shaft tube assembly includes a shaft tube 2, a socket and a plurality of connecting pieces 4, wherein one end of the shaft tube 2 is nested with one end of the socket, and the shaft tube 2 and the socket are bonded by an adhesive layer. Any connecting piece 4 is inserted into the side wall of the shaft tube 2 and the side wall of the sleeve joint piece in sequence along the radial direction of the shaft tube 2, and interference fit is realized between the connecting piece 4 and the shaft tube 2 and between the connecting piece 4 and the sleeve joint piece. Through setting up the adhesive layer between central siphon 2 and the piece that cup joints for there is not radial relative motion between central siphon 2 and the spline sleeve pipe 1 in the connecting piece 4 inserts the in-process, can ensure between connecting piece 4 and central siphon 2, all interference fit between connecting piece 4 and the piece that cup joints better, thereby improves the reliability of being connected between central siphon 2 and the piece that cup joints.

In an exemplary embodiment, the assembly process of the driveshaft tube assembly includes the steps of: the opposite ends of the shaft tube 2 are respectively sleeved with the spline sleeve 1 and the flange yoke 3 in an interference fit mode; then drilling holes at the overlapping part of the shaft tube 2 and the spline sleeve 1 and the overlapping part of the shaft tube 2 and the flange yoke 3 respectively to obtain a first rivet hole penetrating through the shaft tube 2 and the spline sleeve 1 and a second rivet hole penetrating through the shaft tube 2 and the flange yoke 3; and then, respectively driving rivets into the first rivet hole and the second rivet hole, so that the rivets are respectively in interference fit with the rivet holes on the shaft tube 2, the spline sleeve 1 and the flange yoke 3. Because the opposite ends of the shaft tube 2 are respectively in interference fit with the spline sleeve 1 and the flange yoke 3, no axial, radial and circumferential relative movement exists between the shaft tube 2 and the spline sleeve 1 in the process of processing the first rivet hole. Similarly, during the process of machining the second rivet hole, no axial, radial or circumferential relative movement exists between the shaft tube 2 and the flange yoke 3. In this way, the coaxiality of the hole on the shaft tube 2 and the hole on the spline sleeve 1 can be improved, so that the assembly stability of the transmission shaft tube assembly is improved.

In some embodiments, the driveshaft tube assembly further comprises a reinforcing layer 5, the reinforcing layer 5 is wound around the nesting portion of the tube 2 and the socket, and the reinforcing layer 5 covers the plurality of connectors 4. In this way, the reinforcing layer 5 plays a role in blocking the connecting piece 4, and the connecting piece 4 is placed to be separated. Illustratively, the reinforcing layer 5 is a composite reinforcing layer 5, for example, the composite reinforcing layer 5 may be a carbon fiber composite or a glass fiber composite, and the composite reinforcing layer 5 is wound around the nesting portion of the shaft tube 2 and the socket, and covers the rivet, so as to prevent the rivet from being separated from the rivet hole.

Alternatively, the composite reinforcement layer 5 is formed of a non-metallic composite impregnated, based on which the composite reinforcement layer 5 can be stably adhesively fixed to the nesting portion of the shaft tube 2 and the socket after the composite reinforcement layer 5 is wound around the nesting portion of the shaft tube 2 and the socket.

In some embodiments, the propeller shaft tube assembly further includes a balancing piece 7 and a clamping hoop 6 disposed on the outer side of the shaft tube 2, the balancing piece 7 is attached to the outer side surface of the shaft tube 2, the clamping hoop 6 surrounds the shaft tube 2, and the inner side surface of the clamping hoop 6 is abutted to a side surface of the balancing piece 7 away from the shaft tube 2. Thus, the balance pieces 7 and the shaft tube 2 of different materials can be fixed. For example, when the material of the shaft tube 2 is a non-metal composite material and the material of the balance piece 7 is iron, the balance piece 7 can be fixed to the shaft tube 2 by the clip 6. Wherein, balancing piece 7 can locate the axial optional position of central siphon 2 to balance the counter weight of transmission shaft central siphon assembly, make transmission shaft dynamic balance performance more accurate, the motion is more stable.

Illustratively, during the assembly process of the transmission shaft tube assembly, the lightweight shaft tube is first assembled with the cast aluminum spline sleeve 1 and the flange yoke 3 in an interference manner, then rivet holes are machined and installed, then the composite reinforcing layer 5 is wound on the outer side of the rivet, and finally the balance sheet 7 is fixed on the lightweight shaft tube by the clamp 6 with the spring lining.

It should be noted that the number of the balancing pieces 7 of the clip 6 is the same or different. For example, the number of clips 6 is the same as the number of balancing pieces 7, one clip 6 for each balancing piece 7. For another example, the number of the balancing pieces 7 is smaller than the number of the clips 6, and one balancing piece 7 can be fixed by a plurality of clips 6 at the same time, so that a better fixing effect can be achieved on the balancing piece 7 with a larger width.

Alternatively, the number of the balance pieces 7 is two, and the two balance pieces 7 are provided at intervals on the outer side surface of the shaft tube 2. The distance between the two balancing pieces 7 and the relative positions of the balancing pieces 7 and the shaft tube 2 are adjusted according to the weight condition. In other embodiments, the number of balancing pieces 7 may be more.

Alternatively, the shape of the balance piece 7 is arc-shaped, and thus, the shape of the balance piece 7 is matched with the shape of the outer side surface of the shaft tube 2, thereby making the connection between the balance piece 7 and the shaft tube 2 more stable.

Optionally, the shape of the clip 6 is annular, so that the clip 6 has a high degree of fit with the shaft tube 2. Further, the inner side of the clip 6 is provided with a spring liner. The spring liner is illustratively a wave-shaped dome that may be looped around the inside surface of the clip 6. On this basis, the spring lining can be used to compensate in the gap between the clamping band 6, the shaft tube 2 and the balancing piece 7, so that the clamping band 6 clamps the balancing piece 7 on the shaft tube 2.

Fig. 3 is a schematic structural view showing a balance sheet of a driveshaft tube assembly according to an embodiment of the present application. Fig. 4 shows a schematic cross-sectional structure along the direction B-B in fig. 3. Fig. 5 is a schematic cross-sectional view showing a balance sheet of a propeller shaft tube assembly according to another embodiment of the present application. Fig. 6 is a schematic cross-sectional view showing a balance piece of a propeller shaft tube assembly according to still another embodiment of the present application.

Alternatively, referring to fig. 1 to 4, a side surface of the balance piece 7 facing away from the shaft tube 2 is provided with a limit groove 71 extending in the circumferential direction of the shaft tube 2, and the clip 6 partially protrudes into the limit groove 71. For example, referring to fig. 4 to 6, the cross-sectional shape of the limiting groove 71 is a wave shape, a folded line shape, a rectangular shape, a trapezoid shape, or an inverted trapezoid shape, wherein the folded line shape may be a W shape or an M shape. Based on this, the clip 6 can more stably clamp the balance piece 7, prevent the balance piece 7 from falling off, and has simple structure, lighter weight and reliable fixation.

Based on the same objects, the present application provides a transmission system that includes the driveshaft tube assembly of the embodiments described above.

Based on the same inventive object, the present application provides a vehicle comprising the transmission system of the above-described embodiments.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples only represent a few embodiments of the present application, which are described in more detail and are not to be construed as limiting the scope of the claims. It should be noted that it would be apparent to those skilled in the art that various modifications and improvements could be made without departing from the spirit of the present application, which would be within the scope of the present application. Accordingly, the scope of protection of the present application is to be determined by the claims appended hereto.

Claims (10)

1. A driveshaft tube assembly, comprising:

a shaft tube;

one end of the sleeve joint piece is nested with one end of the shaft tube; and

the connecting pieces are sequentially inserted into the side wall of the shaft tube and the side wall of the sleeve joint piece along the radial direction of the shaft tube, and the connecting pieces are in interference fit with the shaft tube and the sleeve joint piece.

2. The driveshaft tube assembly of claim 1, including a set of connection structures encircling a circumference of said tube;

the connecting structure group comprises a plurality of connecting pieces which are arranged at intervals along the circumferential direction of the shaft tube.

3. The driveshaft tube assembly of claim 2, including a plurality of sets of connection structures spaced apart along an axial direction of said tube.

4. The propeller shaft tube assembly of claim 3, wherein the connection members of one of the two adjacent connection structure sets are offset from the connection members of the other connection structure set.

5. The driveshaft tube assembly of claim 2, wherein said set of connection structures includes an even number of said connection members.

6. The driveshaft tube assembly of any one of claims 1-5, wherein said tube is an interference fit with said socket; or alternatively

The shaft tube is adhered to the sleeve joint piece through an adhesive layer.

7. The driveshaft tube assembly according to any of claims 1-5, further comprising a reinforcing layer wound around the nesting portion of said tube and said socket, and said reinforcing layer covering said plurality of connectors.

8. The driveshaft tube assembly according to any one of claims 1-5, further comprising a balancing piece and a clip provided on an outer side of the tube;

the balance piece is attached to the outer side surface of the shaft tube;

the clamp hoop surrounds outside the shaft tube, and the inner side surface of the clamp hoop is abutted with one side surface of the balance piece, which is away from the shaft tube.

9. A transmission system comprising the driveshaft tube assembly according to any one of claims 1 to 8.

10. A vehicle comprising the transmission system of claim 9.

Images