Flexible transmission system for new energy vehicles

Abstract

The present invention relates to a flexible transmission system for new energy vehicles, including a driving motor and a reduction box, and also including a torsional vibration reduction device arranged between the driving motor and the reduction box. The torsional vibration reduction device includes a housing and a torsional vibration reduction mechanism. The housing is used to connect the driving motor and the reduction box. The torsional vibration reduction mechanism is arranged in the housing, and includes a first rigid member drivingly connected to the driving motor, a second rigid member drivingly connected to the reduction box, and a flexible member arranged between the first rigid member and the second rigid member. The first rigid member and the second rigid member are arranged oppositely and separately. The flexible member has a first end face and a second end face relative to each other, the first end face is connected to the first rigid member, and the second end face is connected to the second rigid member. After filtering and attenuating by the flexible member, when the kinetic energy is transmitted from the second rigid member to the reduction box, the impact and torque shifting of the reduction box are greatly reduced, thereby reducing the vibration and noise of the driving motor and the reduction box during operation.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicles, and in particular to a flexible transmission system for new energy vehicles. Background Art

[0002] With the development of science and technology, people's environmental awareness is getting stronger and stronger. Due to the non-renewable energy sources such as gasoline and diesel, people are prompted to develop renewable and environmentally friendly energy for use in vehicles to alleviate many current problems that need to be solved urgently.

[0003] The power output source of a vehicle powered by traditional fuels, such as gasoline and diesel, is the engine. The power output path of the vehicle is engine-clutch-gearbox-drive shaft-final reducer-axle-wheel end. Through this power output path, the power generated by the engine can be finally transmitted to the wheel end, so that the vehicle can move forward. However, the structure of the conventional engine on the market is a crankshaft piston four-stroke engine, and the fuel will be compressed or ignited only during its starting stroke to work the entire vehicle. In order to ensure the uniformity and balance of the operation of the four-stroke engine (taking a four-stroke diesel engine as an example), each cylinder must complete a power cycle for every two revolutions of the crankshaft. Therefore, for a four-cylinder engine, the crankshaft will ignite twice for every revolution, and for a six-cylinder engine, the crankshaft will ignite three times for every revolution, which means that for a four-cylinder engine, the crankshaft will bring two torque impacts to the crankshaft for every revolution, and for a six-cylinder engine, the crankshaft will bring three torque impacts to the crankshaft for every revolution, and vibration and noise will be synchronously accompanied. In order to eliminate the influence of the periodic inherent vibration and noise of the engine, in the development of automobile technology over the past century, people have invented a number of technologies to improve the NVH (noise, vibration and harshness) performance of the whole vehicle, such as adding a torsional vibration damper to the front section of the crankshaft, integrating a torsional vibration damper on the clutch, and making the engine flywheel into a dual-mass flywheel (which is essentially a form of torsional vibration damper), and adding sound insulation and noise reduction materials to the whole vehicle, which greatly improves the NVH performance of modern vehicles, allowing drivers and passengers to have a very comfortable experience when riding.

[0004] There are three main technical routes for new energy vehicle power systems: oil-electric hybrid power systems, motor-driven power systems, and hydrogen fuel cell power systems. In the early stages of promotion, new energy vehicles mainly developed along the oil-electric hybrid technology route, and the vehicle NVH means and measures can be dealt with using the mature means and measures of traditional vehicles. However, with the development of technology, the current main technical route is the motor-driven power system, and the hydrogen fuel cell power system technical route may be developed in the future.

[0005] Since the power output path adopted by pure electric vehicles is battery-motor-reduction box (the whole vehicle has a reduction box or no reduction box, and the technical route of different vehicles is different)-main reducer (the whole vehicle has a main reducer or no reducer, and the technical route of different vehicles is different)-wheel end. Since the motor runs smoothly and has low noise when working, so far all the connections from the motor to the wheel end are mechanically rigid, and no damping and vibration reduction components are used in the power system. However, with the in-depth use of this technical route, vibration and noise problems and system component damage problems are gradually exposed during use. Specifically, due to the torque fluctuation and vibration noise generated by the motor output, the rigid transmission is transmitted to the rear end output structure or system of the motor, thereby generating large vibration or noise to the entire power system body, the whole set of mechanisms or the whole vehicle. In severe cases, the system resonance will shorten the overall life of the parts, system, whole set of mechanisms or the whole vehicle. However, up to now, there is still no good solution. Through the understanding of the working characteristics of the motor, the motor actually still has torque fluctuations and vibration noise when working. The vibration and noise of the motor system mainly come from three aspects: cogging torque, axial force wave excitation, and motor torque fluctuations caused by the controller control program. These torque fluctuations are directly transmitted to the gear structure at the rear end of the motor through the spline shaft, which will bring gear impact noise, reverse impact noise and vibration, and will also have an adverse effect on the reliability and life of the gears. Therefore, it is very necessary to add a torsional vibration reduction mechanism at the output end of the motor. The specific torsional vibration reduction mechanism is installed on the crankshaft to generate a damping torque or reverse torque to reduce the amplitude of the crankshaft torsional vibration. In this way, the torque fluctuations output by the motor can be flexibly transmitted to the gear system at the rear end, thereby reducing system noise and vibration, and at the same time increasing the service life of components.

[0006] However, the working characteristics of the motor and the engine are quite different, and the output end structure is different. The torsional vibration damping mechanism of the motor drive system cannot directly use the torsional vibration damping mechanism in the traditional power system. This is mainly because the speed of the traditional diesel engine is below 2500rad, but the motor can work below 10000rad. The current torsional vibration damping mechanism can meet the dynamic balance problem of the working range below 2500rad, but cannot meet the dynamic balance problem of the working range below 10000rad. And the system of the traditional vehicle itself has a clutch separation device. Specifically, the crankshaft at the output end of the traditional vehicle engine is connected to the engine flywheel, and the clutch is placed between the gearbox and the flywheel. The clutch mainly consists of a pressure plate, a torsional vibration damper, and a friction plate. When the vehicle is running, the clutch friction plate fits the flywheel, and the engine power is transmitted to the spline rigidly connected to the friction plate through the friction force of the friction plate. The spline is connected to the input shaft of the gearbox, thereby continuously transmitting the engine power to the rear end. When the clutch pedal is stepped on, the clutch transmission mechanism separates the friction plate from the flywheel, thereby interrupting the transmission of the power system to the rear end. Only then can normal gear shifting be performed. After the gear shift is completed, the clutch pedal is released, the friction plate is reconnected to the flywheel, and the power can continue to be transmitted to the rear end. Since the clutch body is integrated with a torsional damper, the torque fluctuation of the engine can be attenuated and transmitted by the torsional damper, and rigid power transmission is also avoided, thereby improving the NVH performance of the power system. However, this set of clutch separation device cannot be applied to the new energy powertrain driven by the motor. For example, the power transmission between the motor and the reduction box does not require a friction plate structure, and the reduction box behind the motor is a fixed speed ratio structure, which does not require a gear shift separation structure. And because the clutch needs to be disassembled and assembled frequently, it is a loss part. Since there is no requirement for the sealing between the engine and the gearbox, it can be applied between the engine and the gearbox. However, the sealing between the motor and the gearbox is very high and needs to be dustproof and waterproof. If the two are frequently disassembled and assembled, it is easy to cause the sealing to deteriorate, resulting in poor use effect or even unusable.

[0007] Therefore, the existing torsional vibration reduction mechanism cannot be used in the current new energy motor system. It is necessary to invent a new torsional vibration reduction mechanism based on the current system working characteristics and structure to meet the needs of the new energy power system. Summary of the invention

[0008] In view of this, the present invention provides a flexible transmission system for new energy vehicles, comprising a drive motor and a reduction box, and also comprising a torsional vibration reduction device arranged between the drive motor and the reduction box for flexibly transmitting the power output by the drive motor to the reduction box; the torsional vibration reduction device comprises:

[0009] A housing, used to connect the drive motor and the reduction gearbox;

[0010] A torsional vibration damping mechanism is arranged in the shell, and includes a first rigid member drivingly connected to the drive motor, a second rigid member drivingly connected to the reduction gearbox, and a flexible member arranged between the first rigid member and the second rigid member; the first rigid member and the second rigid member are arranged oppositely and separately; the flexible member has a first end face and a second end face oppositely, the first end face is connected to the first rigid member, and the second end face is connected to the second rigid member.

[0011] Optionally, the first rigid member includes a first body drivingly connected to the driving motor and a first ring edge provided at the edge of the first body; the second rigid member includes a second body drivingly connected to the reduction box and a second ring edge provided at the edge of the second body; the first ring edge and the second ring edge are arranged opposite to each other;

[0012] The flexible member further has a side surface connecting the first end surface and the second end surface, the first end surface is connected to the first body, the second end surface is connected to the second body, and the side surface is connected to the first ring edge or the second ring edge.

[0013] Optionally, when the side surface is connected to the first ring edge, the first ring edge is located inside the second ring edge, and a first gap is reserved between the two; and a second gap is reserved between the free end of the first ring edge along its extension direction and the second body.

[0014] Optionally, when the side surface is connected to the second ring edge, the second ring edge is located inside the first ring edge, and a third gap is reserved between the two; and a fourth gap is reserved between the free end of the second ring edge along its extension direction and the first body.

[0015] Optionally, the driving motor has a motor output shaft, which is a first spline shaft; and the reduction gearbox has a reduction gearbox input shaft, which is a second spline shaft; wherein,

[0016] The first body is provided with a first spline groove extending toward the second body at a position corresponding to the first spline shaft for the first spline shaft to be inserted into; and the second body is provided with a first spline sleeve extending toward a direction away from the first body at a position corresponding to the second spline shaft for the second spline shaft to be inserted into.

[0017] Optionally, the driving motor has a motor output shaft; and the reduction box has a reduction box input shaft, and the reduction box input shaft is a third spline shaft; wherein,

[0018] The motor output shaft is assembled and matched with the first body through a flange; and the second body is provided with a second spline groove extending toward the first body at a position corresponding to the third spline shaft for the third spline shaft to be inserted.

[0019] Optionally, the reduction gearbox further comprises a reduction gearbox output shaft;

[0020] When the number of the reduction gearbox output shaft is one, the reduction gearbox output shaft is arranged on the same side as the reduction gearbox input shaft; or is arranged on the side opposite to the reduction gearbox input shaft;

[0021] When there are two reduction gearbox output shafts, one reduction gearbox output shaft is arranged on the same side as the reduction gearbox input shaft, and the other reduction gearbox output shaft is arranged on the opposite side of the reduction gearbox input shaft, and the two reduction gearbox output shafts are arranged along the same axial direction.

[0022] Optionally, the motor output shaft and the reduction gearbox input shaft are arranged along the same axial direction.

[0023] Optionally, a mounting portion is provided in the housing for mounting the torsional vibration damping mechanism.

[0024] Optionally, the flexible member is made of rubber.

[0025] The technical solution provided by the embodiments of the present invention may have the following beneficial effects:

[0026] The embodiment of the present invention provides a flexible transmission system for new energy vehicles. By adding a torsional vibration reduction device between the drive motor and the reduction box, the power output by the drive motor can be flexibly transmitted to the reduction box. Among them, since the first rigid part and the second rigid part are arranged relative to each other and separately, that is, there is no contact between the first rigid part and the second rigid part. Therefore, when the drive motor is running, it drives the first rigid part to rotate, so as to rigidly transfer the kinetic energy to the first rigid part, and the first rigid part thereby drives the flexible part to rotate, and the flexible part then drives the second rigid part to rotate. Under the buffering effect of the flexible part, in the process of the first rigid part transferring the kinetic energy to the second rigid part, the kinetic energy is gradually filtered and attenuated by the flexible part, so that when the kinetic energy is transferred from the second rigid part to the reduction box, the impact and torque shifting of the reduction box are greatly reduced, thereby reducing the vibration and noise of the drive motor and the reduction box during operation, and improving the working conditions of the drive motor and the reduction box.

[0027] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and, together with the description, serve to explain the principles of the invention.

[0029] Figure 1 A schematic structural diagram of a flexible transmission system for a new energy vehicle in one state provided by an embodiment of the present invention;

[0030] Figure 2 For Figure 1 A schematic diagram of the structure of the torsional vibration reduction device in the state;

[0031] Figure 3 A schematic structural diagram of a flexible transmission system for a new energy vehicle in another state provided by an embodiment of the present invention;

[0032] Figure 4 For Figure 3 A schematic diagram of the structure of the torsional vibration reduction device in the state;

[0033] Figure 5 for Figure 1 The schematic diagram of the structure of the reduction gearbox in one state is shown;

[0034] Figure 6 for Figure 1 The schematic diagram of the structure of the reduction gearbox in another state is shown;

[0035] Figure 7 for Figure 1 The schematic diagram of the structure of the reduction gearbox shown in another state;

[0036] Figure 8 for Figure 1 The schematic diagram of the structure of the reduction gearbox shown in another state. DETAILED DESCRIPTION

[0037] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Instead, they are merely examples of devices and methods consistent with some aspects of the present invention as detailed in the appended claims.

[0038] The terms used in the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. Unless otherwise defined, the technical terms or scientific terms used in the present invention should be understood by people with ordinary skills in the field to which the present invention belongs. The words "one" or "an" and the like used in the present invention specification and claims do not indicate a quantitative limitation, but indicate the existence of at least one. Words such as "include" or "include" mean that the elements or objects appearing in front of "include" or "include" include the elements or objects listed after "include" or "include" and their equivalents, and do not exclude other elements or objects. Words such as "connect" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The singular forms of "one", "said" and "the" used in the present invention specification and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0039] An embodiment of the present invention provides a flexible transmission system for new energy vehicles, including a drive motor and a reduction gearbox, and further including a torsional vibration damping device disposed between the drive motor and the reduction gearbox for flexibly transmitting the power output by the drive motor to the reduction gearbox. The torsional vibration damping device includes a housing and a torsional vibration damping mechanism. The housing is used to connect the drive motor and the reduction gearbox. The torsional vibration damping mechanism is disposed in the housing, and includes a first rigid member drivingly connected to the drive motor, a second rigid member drivingly connected to the reduction gearbox, and a flexible member disposed between the first rigid member and the second rigid member. The first rigid member and the second rigid member are disposed oppositely and separately. The flexible member has a first end face and a second end face opposite to each other, the first end face is connected to the first rigid member, and the second end face is connected to the second rigid member.

[0040] The flexible transmission system for new energy vehicles provided by the embodiment of the present invention has a first rigid part and a second rigid part that are arranged relative to and separately, that is, there is no contact between the first rigid part and the second rigid part. Therefore, the drive motor runs, driving the first rigid part to rotate, so as to rigidly transfer kinetic energy to the first rigid part, and the first rigid part thereby drives the flexible part to rotate, and the flexible part then drives the second rigid part to rotate. The flexible part can transfer kinetic energy flexibly. Under the buffering effect of the flexible part, in the process of the first rigid part transferring kinetic energy to the second rigid part, the kinetic energy is gradually filtered and attenuated by the flexible part, so that when the kinetic energy is transferred from the second rigid part to the reduction box, the impact and torque shifting of the reduction box are greatly reduced, thereby reducing the vibration and noise of the drive motor and the reduction box during operation, and improving the working conditions of the drive motor and the reduction box.

[0041] Figure 1A schematic structural diagram of a flexible transmission system for a new energy vehicle in one state provided by an embodiment of the present invention. Figure 2 For Figure 1 The structural diagram of the torsional vibration damping device 1 in the state. Figure 1 and Figure 2 The flexible transmission system for new energy vehicles provided by the present invention includes a drive motor 2 and a reduction box 3, which also includes a torsional vibration reduction device 1 arranged between the drive motor 2 and the reduction box 3. The drive motor 2 can convert electrical energy into mechanical kinetic energy, and can transfer the kinetic energy to the reduction box 3, and the reduction box 3 thereby transfers the kinetic energy to the main reducer (not shown), and finally transfers the kinetic energy to the wheel end (not shown) through the main reducer to drive the vehicle to run. At present, some vehicles in the market do not have a main reducer. The kinetic energy of such vehicles can be directly transferred to the wheel end by the reduction box 3, which is not limited here. Since the speed of the drive motor 2 is less than or equal to 10,000 rpm, if the reduction box 3 is directly and rigidly connected to the drive motor 2, then at the high speed of the drive motor 2, the power output thereof is directly transferred to the reduction box 3, which will cause strong vibration and noise to both, and even directly affect the service life of both. Therefore, by adding the torsional vibration reduction device 1 between the driving motor 2 and the reduction box 3, the power output by the driving motor 2 can be flexibly transmitted to the reduction box 3, so that the impact and torque shift on the reduction box 3 are greatly reduced.

[0042] It is worth mentioning that flexible transmission is a relative concept rather than an absolute concept compared to rigid transmission. For example, when the power is rigidly transmitted between the drive motor 2 and the reduction box 3, the drive motor 2 and the reduction box 3 are synchronously operated, and both will produce strong vibration and noise, affecting the user experience of the vehicle. When the power is flexibly transmitted between the drive motor 2 and the reduction box 3, the torsional vibration damping device 1 has the effect of torsional deformation. In this way, there is a time interval between the operation of the drive motor 2 and the reduction box 3, that is, the drive motor 2 runs first, driving the torsional vibration damping device 1 to run, and the torsional vibration damping device 1 begins to torsionally deform. When the torsional deformation reaches the maximum threshold, it drives the reduction box 3 to run. This time interval is the time of torsional deformation of the torsional vibration damping device 1. In this way, the transmission between the two can be relatively smooth, making the vehicle more stable during driving.

[0043] Figure 3 A schematic structural diagram of a flexible transmission system for a new energy vehicle in another state provided by an embodiment of the present invention. Figure 4 For Figure 3 The structural diagram of the torsional vibration damping device 1 in the state. Figures 1 to 4 The torsional vibration damping device 1 includes a housing 11 and a torsional vibration damping mechanism 12 .

[0044] The housing 11 is used to connect the drive motor 2 and the reduction box 3. In one embodiment, the housing 11 has a fixing portion 111 for fixedly docking with the drive motor 2 and the reduction box 3. In a preferred example, the number of the fixing portions 111 may be two, which are arranged on an end face of the housing 11 that is not connected to the drive motor 2 and the reduction box 3, and are arranged at intervals along the circumference of the end face. Of course, the number of the fixing portions 111 is not limited to two, and can be any desired number. Each fixing portion 111 includes two opposite mounting ears 1111 and a connecting member 1112 connecting the two mounting ears 1111. The two connecting members 1112 are respectively used to be fixedly connected to the end face of the housing 11. The mounting ears 1111 at both ends of each connecting member 1112 are perpendicular to the connecting member 1112, and both extend in the direction away from the housing 11. Among them, a mounting ear 1111 located at one end of a connecting piece 1112 is used to be fixedly connected to the drive motor 2, and a mounting ear 1111 located at the other end of the connecting piece 1112 is used to be fixedly connected to the reduction box 3. Preferably, the mounting ear 1111 and the drive motor 2 and the reduction box 3 can be fixed by screws, but it is not limited thereto.

[0045] In one embodiment, a mounting portion is provided in the housing 11 for mounting the torsional vibration damping mechanism 12. Specifically, the housing 11 may preferably adopt a split design. This facilitates the torsional vibration damping mechanism 12 to be quickly disassembled and assembled from the mounting portion. The gap at the split portion of the housing 11 is sealed, so that the torsional vibration damping mechanism 12 can be ensured to have high sealing performance in the mounting portion. The specific split style of the housing 11 is not limited and can be set according to the actual application scenario.

[0046] Continue to see Figures 1 to 4 , since the driving motor 2 will drive the torsional vibration damping mechanism 12 disposed in the mounting portion to rotate during operation, the shape set by the torsional vibration damping mechanism 12 can determine the smoothness of its rotation. In one embodiment, the torsional vibration damping mechanism 12 is set to a disc shape so that its rotation speed is uniform during the rotation process. Therefore, the mounting portion can also be set to a circular groove shape, and a gap is reserved between the torsional vibration damping mechanism 12 and the mounting portion, and the gap is configured so that the torsional vibration damping mechanism 12 can rotate freely in the mounting portion and will not be touched or even squeezed by the mounting portion during the rotation process. Of course, the torsional vibration damping mechanism 12 is not limited to a disc shape, and it is only necessary to ensure that the torsional vibration damping mechanism 12 can rotate freely in the mounting portion, and no limitation is made here.

[0047] Furthermore, the torsional vibration damping mechanism 12 includes a first rigid member 121 drivingly connected to the driving motor 2, a second rigid member 122 drivingly connected to the reduction box 3, and a flexible member 123 disposed between the first rigid member 121 and the second rigid member 122. The first rigid member 121 and the second rigid member 122 are disposed oppositely and separately, that is, the first rigid member 121 and the second rigid member 122 do not contact each other. The flexible member 123 has a first end face 1231 and a second end face 1232 opposite to each other, the first end face 1231 is connected to the first rigid member 121, and the second end face 1232 is connected to the second rigid member 122. The first rigid member 121 and the second rigid member 122 can be preferably made of a material with strong rigidity and high hardness, such as steel, iron, etc. The flexible member 123 has the advantage of reducing the impact and torque shift between the driving motor 2 and the reduction box 3 due to transmission, and thus is preferably made of a high elastic rubber material.

[0048] Further, in this embodiment, the first rigid member 121 includes a first body 1211 for connecting the drive motor 2 and a first ring edge 1212 provided at the edge of the first body 1211. The second rigid member 122 includes a second body 1221 for connecting the reduction box 3 and a second ring edge 1222 provided at the edge of the second body 1221. Preferably, the first ring edge 1212 is perpendicular to the first body 1211. The second ring edge 1222 is perpendicular to the second body 1221, and the first ring edge 1212 and the second ring edge 1222 are arranged opposite to each other. That is, the first ring edge 1212 extends toward the second body 1221, and the second ring edge 1222 extends toward the first body 1211. Since the torsional vibration damping mechanism 12 is configured as a disc, the first body 1211 can be a disc, and the first ring edge 1212 can be a ring. Matchingly, the second body 1221 may also be in the shape of a disc, the second ring edge 1222 may also be in the shape of a ring, and the flexible member 123 may also adopt a disc-shaped structure to match the first rigid member 121 and the second rigid member 122 .

[0049] Furthermore, the flexible member 123 also has a side surface 1233 connecting its first end surface 1231 and the second end surface 1232. The first end surface 1231 is used to connect the first body 1211 of the first rigid member 121, the second end surface 1232 is used to connect the second body 1221 of the second rigid member 122, and the side surface 1233 is used to connect the first ring edge 1212 or the second ring edge 1222. Among them, the first end surface 1231 and the first body 1211, the second end surface 1232 and the second body 1221, and the side surface 1233 and the first ring edge 1212 or the second ring edge 1222 are all fixedly connected. Specifically, high-strength glue can be used for bonding, and fixing parts such as screws can also be used for fixing, at least to ensure that the first rigid member 121, the flexible member 123 and the second rigid member 122 will not fall off at the connection during the transmission process.

[0050] In one embodiment, see Figure 1 and Figure 2 , the side surface 1233 is connected to the first ring edge 1212. The first ring edge 1212 is located inside the second ring edge 1222, and a first gap 13 is reserved between the two. A second gap 14 is reserved between the free end of the first ring edge 1212 along its extension direction and the second body 1221. Specifically, the first ring edge 1212 and the second ring edge 1222 are arranged in parallel, then the first gap 13 can form a circular gap, and the second gap 14 can also form a circular gap. Because the circular gap is a regular shape, the first rigid member 121, the flexible member 123 and the second rigid member 122 can never contact each other during the transmission process, so that the flexible member 123 can fully demonstrate its ability to reduce the impact and torque shifting between the drive motor 2 and the reduction box 3 due to transmission.

[0051] In another embodiment, see Figure 3 and Figure 4 , the side surface 1233 is connected to the second ring edge 1222. The second ring edge 1222 is located on the inner side of the first ring edge 1212, and a third gap 15 is reserved between the two. A fourth gap 16 is reserved between the free end of the second ring edge 1222 along its extension direction and the first body 1211. Specifically, the first ring edge 1212 and the second ring edge 1222 are arranged in parallel, then the third gap 15 can form a circular gap, and the fourth gap 16 can also form a circular gap. Because the circular gap is a regular shape, the first rigid member 121, the flexible member 123 and the second rigid member 122 can never contact each other during the transmission process, so that the flexible member 123 can fully demonstrate its ability to reduce the impact and torque shifting between the drive motor 2 and the reduction box 3 due to transmission.

[0052] The driving motor 2 has a motor output shaft 21, and the reduction box 3 has a reduction box input shaft 31, and the motor output shaft 21 and the reduction box input shaft 31 are arranged along the same axial direction and are arranged opposite to each other. The motor output shaft 21 is drivingly connected to the first body 1211, and the reduction box input shaft 31 is drivingly connected to the second body 1221.

[0053] In one embodiment, see Figure 1 and Figure 2The motor output shaft 21 is a first spline shaft. The first body 1211 corresponds to the position of the first spline shaft, that is, the axial position of the first body 1211. A first spline groove 12111 extending toward the second body 1221 is provided. The first spline groove 12111 is adapted to the first spline shaft for insertion of the first spline shaft. A first vibration damping pad 12112 is provided at the bottom end of the first spline groove 12111 to cooperate with the free end of the first spline shaft, so as to reduce the vibration and noise generated between the first body 1211 and the first spline shaft during the process of driving the first body 1211 to rotate. Matchingly, the shape of the flexible member 123 corresponding to the position of the first spline groove 12111 also changes accordingly to adapt to the first body 1211. In this embodiment, the reduction gearbox input shaft 31 is a second spline shaft, and the second body 1221 corresponds to the position of the second spline shaft, that is, the axial position of the second body 1221, and is provided with a first spline sleeve 12211 extending in the direction opposite to the first body 1211, and the first spline sleeve 12211 is adapted to the second spline shaft for the second spline shaft to be inserted. A second vibration damping pad 12213 is provided at the bottom end of the first spline sleeve 12211, which is used to cooperate with the free end of the second spline shaft, so as to reduce the vibration and noise generated between the second body 1221 and the second spline shaft in the process of driving the second spline shaft to rotate.

[0054] In one embodiment, see Figure 3 and Figure 4 The motor output shaft 21 is a common drive shaft, and the motor output shaft 21 is assembled and matched with the first body 1211 through a flange 17. Specifically, a flange 17 is assembled at the axial position of the first body 1211 and on the side facing the drive motor 2 for assembly with the motor output shaft 21. In this embodiment, the reduction box input shaft 31 is a third spline shaft, and the second body 1221 corresponds to the position of the third spline shaft, that is, the axial position of the second body 1221, and is provided with a second spline groove 12212 extending toward the first body 1211. The second spline groove 12212 is adapted to the third spline shaft for the third spline shaft to be inserted. A third vibration damping pad 311 is provided at the bottom end of the second spline groove 12212 for matching with the free end of the third spline shaft, which can reduce the vibration and noise generated between the second body 1221 and the third spline shaft when the second body 1221 drives the third spline shaft to rotate. Matchingly, the shape of the flexible member 123 corresponding to the position of the second spline groove 12212 also changes accordingly, so as to be adapted to the second body 1221 .

[0055] Of course, in other embodiments, the motor output shaft 21 and the first body 1211 and the reduction box input shaft 31 and the second body 1221 may also be connected by any other form of connection structure, which is not limited here.

[0056] See also Figure 1, the reduction gearbox 3 also has a reduction gearbox output shaft 32. After the drive motor 2 transfers the kinetic energy to the reduction gearbox input shaft 31 of the reduction gearbox 3, its kinetic energy is reduced after the meshing transmission of the gear set inside the reduction gearbox 3. After the kinetic energy is transferred to the reduction gearbox output shaft 32, the speed of the reduction gearbox output shaft 32 is significantly lower than the speed of the reduction gearbox input shaft 31. In this way, the driving force and speed of the vehicle can be changed within a fairly large range, so that the vehicle can be used in a variety of scenarios such as starting, idling parking, high and low speed driving, climbing and reversing. Among them, the position where the reduction gearbox output shaft 32 is installed on the reduction gearbox 3 and the number of reduction gearbox output shafts 32 installed can be determined according to the model of the vehicle and the position where the reduction gearbox 3 is installed in the vehicle. For example, when the number of reduction gearbox output shafts 32 is one, the reduction gearbox output shaft 32 and the reduction gearbox input shaft 31 can be set on the same side. As shown in FIG. Figure 5 The output shaft 32 of the reduction gearbox can be arranged above the input shaft 31 of the reduction gearbox. The output shaft 32 of the reduction gearbox can also be arranged on the side opposite to the input shaft 31 of the reduction gearbox. Figure 6 The output shaft 32 of the reduction gearbox can be arranged at an upper position on the opposite side of the input shaft 31 of the reduction gearbox. Figure 7 , the reduction box output shaft 32 can be arranged on the opposite side of the reduction box input shaft 31, and coaxially arranged with the reduction box input shaft 31. For another example, when there are two reduction box output shafts 32, one reduction box output shaft 32 is arranged on the same side as the reduction box input shaft 31, and the other reduction box output shaft 32 is arranged on the opposite side of the reduction box input shaft 31, and the two reduction box output shafts 32 are arranged along the same axial direction. Preferably, the two reduction box output shafts 32 can be arranged above the reduction box input shaft 31, but it is not limited thereto.

[0057] Those skilled in the art will readily come up with other embodiments of the present disclosure after considering the specification and practicing the technical solutions disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present disclosure, which follow the general principles of the present disclosure and include common knowledge or customary technical means in the art that are not disclosed in the present disclosure. The description and examples are to be regarded as exemplary only, and the true scope and spirit of the present disclosure are indicated by the following claims.

[0058] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A flexible transmission system for new energy vehicles, comprising a drive motor and a reduction gearbox, characterized in that: It also includes a torsional vibration reduction device disposed between the drive motor and the reduction box, and used to flexibly transmit the power output by the drive motor to the reduction box; the torsional vibration reduction device includes: A housing, used to connect the drive motor and the reduction gearbox; A torsional vibration damping mechanism is arranged in the housing, comprising a first rigid member drivingly connected to the driving motor, a second rigid member drivingly connected to the reduction box, and a flexible member arranged between the first rigid member and the second rigid member; the first rigid member and the second rigid member are arranged oppositely and separately; the flexible member has a first end face and a second end face oppositely, the first end face is connected to the first rigid member, and the second end face is connected to the second rigid member; The first rigid member includes a first body drivingly connected to the driving motor and a first ring edge arranged at the edge of the first body; the second rigid member includes a second body drivingly connected to the reduction box and a second ring edge arranged at the edge of the second body; the first ring edge and the second ring edge are arranged opposite to each other; The flexible member further comprises a side surface connecting the first end surface and the second end surface, the first end surface is connected to the first body, the second end surface is connected to the second body, and the side surface is connected to the first ring edge or the second ring edge; The driving motor is connected to the outer side of the first body, the reduction box is connected to the outer side of the second body, the inner side of the first body and the inner side of the second body are opposite to each other, the flexible member is respectively connected to the inner side of the first body and the inner side of the second body, the first ring body and the second ring body are spaced apart radially, and the first ring edge and the second ring edge are made of steel or iron.

2. The flexible transmission system for new energy vehicles according to claim 1, characterized in that: When the side surface is connected to the first ring edge, the first ring edge is located inside the second ring edge, and a first gap is reserved between the two; and a second gap is reserved between the free end of the first ring edge along its extension direction and the second body.

3. The flexible transmission system for new energy vehicles according to claim 1, characterized in that: When the side surface is connected to the second ring edge, the second ring edge is located inside the first ring edge, and a third gap is reserved between the two; and a fourth gap is reserved between the free end of the second ring edge along its extension direction and the first body.

4. The flexible transmission system for new energy vehicles according to claim 1, characterized in that: The driving motor has a motor output shaft, which is a first spline shaft; and the reduction box has a reduction box input shaft, which is a second spline shaft; wherein, The first body has a first spline groove extending toward the second body at a position corresponding to the first spline shaft for the first spline shaft to be inserted into; and the second body has a first spline sleeve extending toward a direction away from the first body at a position corresponding to the second spline shaft for the second spline shaft to be inserted into.

5. The flexible transmission system for new energy vehicles according to claim 1, characterized in that: The driving motor has a motor output shaft; and the reduction box has a reduction box input shaft, and the reduction box input shaft is a third spline shaft; wherein, The motor output shaft is assembled and matched with the first body through a flange; and the second body is provided with a second spline groove extending toward the first body at a position corresponding to the third spline shaft for the third spline shaft to be inserted.

6. The flexible transmission system for new energy vehicles according to claim 4, characterized in that: The reduction box also has a reduction box output shaft; When the number of the reduction gearbox output shaft is one, the reduction gearbox output shaft is arranged on the same side as the reduction gearbox input shaft; or is arranged on the side opposite to the reduction gearbox input shaft; When there are two reduction gearbox output shafts, one reduction gearbox output shaft is arranged on the same side as the reduction gearbox input shaft, and the other reduction gearbox output shaft is arranged on the opposite side of the reduction gearbox input shaft, and the two reduction gearbox output shafts are arranged along the same axial direction.

7. The flexible transmission system for new energy vehicles according to claim 4, characterized in that: The motor output shaft and the reduction box input shaft are arranged along the same axial direction.

8. The flexible transmission system for new energy vehicles according to claim 1, characterized in that: A mounting portion is provided in the shell for mounting the torsional vibration damping mechanism.

9. The flexible transmission system for new energy vehicles according to claim 1, characterized in that: The flexible member is made of rubber material.

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