A high-performance vibration-damping coupling

Abstract

A coupling suitable for the field of electric vehicle transmissions, with shock absorption performance adaptively changing with torque: a group of flanges, a group of flange holes and elastic devices with consistent deformation rate and torque bearing capacity are defined as a shock absorption transmission unit. By integrating two or more shock absorption transmission units in a coupling system, this coupling has at least one first shock absorption transmission unit that can withstand the maximum limit torque of the transmission system and a second shock absorption transmission unit that does not need to withstand the maximum limit torque of the transmission system but has excellent elasticity. Through the mutual cooperation between different shock absorption transmission units, the coupling system can not only withstand the high speed and high torque during normal operation of the electric motor, but also significantly reduce the strong vibration during gear shifting of the transmission, thereby protecting the transmission system.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicle transmissions, and in particular to a coupling used in a multi-speed transmission of an electric vehicle, for connecting an electric motor with the multi-speed transmission. Background Art

[0002] Traditional electric vehicles use a single-speed reducer because they do not require gear shifting and there is no impact and vibration caused by gear shifting. Therefore, a rigid coupling is generally used to connect the motor and the transmission system. As the market's requirements for electric vehicle performance and cost become increasingly higher, multi-speed transmissions are gradually being adopted in large quantities. Multi-speed transmissions will generate huge impact when shifting gears. Using a coupling with low shock absorption performance will cause damage to the transmission system. The high torque and high speed that traditional vibration couplings withstand and their shock absorption performance are a contradiction. Under certain volume restrictions, traditional vibration couplings cannot adapt to the unity of high torque, high speed and high shock absorption performance of the transmission system when the electric vehicle transmission is working. The above problems can be solved according to the characteristics of the electric vehicle transmission when shifting gears.

[0003] Most of the existing multi-speed transmissions for electric vehicles do not use a clutch. Taking the AMT structure transmission as an example, the main method is to use active synchronization to achieve synchronization between the transmission's meshing gear and the spline shaft, thereby reducing the huge impact generated during gear shifting. When the electric vehicle is driving normally, the coupling will be subjected to high torque and high speed, and the working torque of the motor of the electric vehicle transmission will be greatly reduced during the gear shifting process. In particular, at the moment when the transmission's meshing gear and the spline shaft are engaged, the working torque of the motor will drop to zero, and the inertia torque borne by the coupling will also be greatly reduced. This scheme designs a new type of coupling based on the characteristics of the electric vehicle transmission during gear shifting. When the electric vehicle is driving normally, the coupling can withstand high torque and high speed with low shock absorption performance. During the gear shifting process of the electric vehicle transmission, when the torque borne by the coupling is reduced, the shock absorption performance will be greatly improved, thereby achieving the unity of high torque and high speed and high shock absorption performance of the transmission, and greatly reducing the huge impact generated during gear shifting of the transmission. Summary of the Invention

[0004] Most elastic couplings have a group of flanges or bumps on the driving shaft half-coupling, a group of grooves or flange holes on the driven shaft half-coupling, an elastic device between the bumps and the grooves, or an elastic device between the flanges and the flange holes, and the torque of the transmission system is transmitted through the contact between the flange bumps, the groove flange holes and the elastic device therebetween. The deformation rate and torque bearing capacity of the elastic device are consistent. This solution defines a group of flange bumps, a group of groove flange holes and an elastic device with consistent performance therebetween as a shock-absorbing transmission unit; the solution of the present invention is to integrate two or more shock-absorbing transmission units in a coupling, and the coupling has at least one first shock-absorbing device that can withstand the maximum limit torque of the transmission system. The electric vehicle comprises a transmission unit and a second damping transmission unit which does not bear the maximum torque limit of the transmission system but has excellent elasticity and shock absorption performance. When the electric vehicle is running normally, the torque of the electric motor is mainly driven to rotate the transmission through the first damping transmission unit which can bear high torque and high speed, while the second damping transmission unit which does not need to bear high torque and high speed but has excellent shock absorption performance bears less torque. When the transmission shifts, at the moment when the gear to be engaged of the transmission is engaged with the spline shaft, the second damping transmission unit bears the main transmission torque between the electric motor and the transmission, and most of the transmission torque borne by the first damping transmission unit is disconnected by the second damping transmission unit, so that the main transmission torque between the electric motor and the transmission is separated from the first damping transmission unit.

[0005] This solution can be achieved by modifying the traditional elastic sleeve pin coupling. The traditional elastic sleeve pin coupling consists of a half coupling of the driving shaft and a half coupling of the driven shaft. The driving shaft half coupling has a pin and an elastic sleeve on the pin on its disc-shaped body, and the driven shaft half coupling has a flange hole, referred to as the pin hole, in its disc-shaped body. After the pin is inserted into the pin hole, the torque between the driving shaft and the driven shaft of the coupling is transmitted through the pin, the elastic sleeve on the pin and the inner wall of the pin hole. The pin, the elastic sleeve on the pin and the pin hole constitute a shock-absorbing transmission unit. Since the deformation rate of the elastic sleeve on the traditional elastic sleeve pin coupling is small, the shock-absorbing performance is poor.

[0006] In order to solve the above problems, the present invention designs a high-shock-absorbing coupling based on a traditional elastic sleeve pin coupling, comprising a driving shaft half-coupling disc-shaped body (1), a driven shaft half-coupling disc-shaped body (2), a pin hole (3), a pin (4), an elastic sleeve (5), a cylindrical metal sleeve (6), a motor output shaft (7), a transmission input shaft (8), a high-elasticity shock absorber (9), elastic isolation gaskets (10) between the driving shaft half-coupling disc-shaped body and the driven shaft half-coupling disc-shaped body, a cavity (11) inside the pin, an air nozzle (12) connecting the cavity, and a return spring (13). The key point is that a cylindrical metal sleeve (6) is added outside each pin hole (3) of the traditional elastic sleeve pin coupling, the cylindrical metal sleeve (6) is installed on the driven shaft half-coupling disc-shaped body (2), and the center axis of the cylindrical metal sleeve (6) is aligned with the center axis of the pin hole (3). The cylindrical metal sleeve (6) and the pin hole (3) share a pin (4), a high elasticity shock absorber (9) is installed between the cylindrical metal sleeve (6) and the pin (4), and the high elasticity shock absorber (9) is a high-pressure air bag with a structure or shape of an automobile tire. There is a cavity (11) inside the pin (4), and there is an air guide hole between the cavity (11) inside the pin and the high-pressure air bag (9). The high-pressure air bag (9) is inflated and deflated through an air nozzle (12) connected to the cavity. There is a large gap between the elastic sleeve (5) and the inner wall of the pin hole (3) or the elastic sleeve has a large compression gap. The pin (4) and the cylindrical metal sleeve ( 6) A return spring (13) is installed on each side of the rotation direction. The key is that: one pin of the return spring (13) on the left side of the pin (4) is installed on the attachment of the driven shaft half-coupling disc body (2) on the left side of the pin (4), and the other pin is installed on the pin (4); one pin of the return spring (13) on the right side of the pin (4) is installed on the attachment of the driven shaft half-coupling disc body (2) on the right side of the pin (4), and the other pin is installed on the pin (4). The function of the two return springs is: when the relative torque between the motor and the transmission is zero, the return spring pulls the pin (4) to the center position of the pin hole (3), and the pin The pin (4), the pin hole (3), and the elastic sleeve (5) constitute a first damping transmission unit capable of withstanding the maximum torque and speed of the transmission system; the pin (4), the cylindrical metal sleeve (6), and the high-pressure airbag (9) of the automobile tire structure constitute a second damping transmission unit; the pin (4), the left and right return springs (13), and the attachments for fixing the return spring pins on the disc-shaped body (2) of the driven shaft half coupling constitute a third damping transmission unit; compared with the traditional elastic sleeve pin coupling, the key point is that there is a larger gap between the elastic sleeve (5) of the first damping transmission unit and the inner wall (3) of the pin hole, or the elastic sleeve has a larger compression gap.

[0007] The motor and the transmission are connected together through the present invention. When the motor drives the transmission system to operate at high speed, most of the rotational torque of the coupling is transmitted by the first damping transmission unit, the high-pressure airbag of the second damping transmission unit is partially compressed, and the compressed air therein bears a small part of the rotational torque. One of the two return springs of the third damping transmission unit is compressed and the other is stretched, generating a reset stress, so that the pin (4) is reset to the center of the pin hole as much as possible.

[0008] During the gear shifting process, when the motor has zero power output, there is only a small inertial transmission torque between the motor and the gearbox. At this time, the compressed high-pressure airbag of the second damping transmission unit will overcome the inertial transmission torque and try its best to recover under the action of deformation stress, and the two return springs of the third damping transmission unit will also try its best to recover under the action of deformation stress, so that the pin (4) of the first damping transmission unit is returned to the center position of the pin hole (3) as much as possible, so that a large gap is evenly generated between the pin and the inner walls of the pin hole on both sides. At the moment when the gear to be engaged with the spline shaft of the gearbox is engaged, the high-pressure airbag of the second damping transmission unit and the two return springs of the third damping transmission unit first bear the maximum meshing vibration between the motor and the gearbox. Only when the deformation of the high-pressure airbag and the return spring due to vibration is greater than the gap between the pin and the inner wall of the pin hole, the first damping transmission unit will bear part of the weakened meshing vibration. Since the high-pressure airbag of the automobile tire structure has excellent shock absorption performance, the coupling can greatly reduce the huge impact force generated when the gearbox is shifting.

[0009] Beneficial effects of the present invention:

[0010] This solution is equivalent to a combination of multiple couplings with different functions, namely a combination of a high-load, low-elasticity coupling and a low-load, high-elasticity coupling. The shock-absorbing transmission units of these couplings work together and protect each other under different working conditions. For example, by reasonably calibrating the rotational clearance of the high-load coupling, the elastic deformation of the shock-absorbing transmission unit of the high-elastic coupling is controlled within an acceptable range, and the low-load, high-elasticity shock-absorbing transmission unit will not be damaged when the motor operates at high speed and high torque.

[0011] When the transmission shifts, the motor outputs zero torque, and the elastic component of the high-elastic coupling has a strong restoring ability, so that the rotational clearance of the high-load low-elasticity coupling can be evenly distributed. When the transmission system vibrates strongly, the elastic component of the high-elasticity coupling can bear the vibration to the greatest extent, so that the high-load low-elasticity coupling can reduce the impact.

[0012] This solution uses the mutual cooperation between multiple different shock-absorbing transmission units to enable the coupling system to withstand the high speed and high torque of the motor during normal operation while significantly reducing the strong vibration during transmission shifting, thereby protecting the transmission system.

[0013] Figure 1 It is a structural diagram of the coupling.

[0014] Figure 2 yes Figure 1 AA section view in.

[0015] In the figure: 1 is the disc-shaped body of the driving shaft half-coupling, 2 is the disc-shaped body of the driven shaft half-coupling, 3 is the pin hole, 4 is the pin, 5 is the elastic sleeve, 6 is the cylindrical metal sleeve, 7 is the motor output shaft, 8 is the transmission input shaft, 9 is the high-pressure airbag in the structure or shape of a car tire, 10 is the elastic isolation gasket between the disc-shaped body of the driving shaft half-coupling and the disc-shaped body of the driven shaft half-coupling, 11 is the cavity inside the pin, 12 is the air nozzle connecting the cavity, and 13 is the return spring. DETAILED DESCRIPTION

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0017] like Figure 1 、 2 The high-vibration-absorbing coupling shown in the figure is composed of an active half-coupling and a driven half-coupling. The active half-coupling is composed of a disk-shaped body (1) of the active half-coupling, a pin (4), and an output shaft (7) of the motor. The motor output shaft (7) is installed at the center position of the left side of the disk-shaped body (1) of the active half-coupling. A plurality of pins (4) are evenly installed around the outer ring of the motor output shaft on the right side of the disk-shaped body (1) of the active half-coupling. The motor output shaft (7) and the pins (4) are installed in parallel. The driven half-coupling is composed of a disk-shaped body (2) of the driven half-coupling, a pin hole (3), a cylindrical metal sleeve (6), a transmission input shaft (8), and a return spring (13). The transmission output shaft is installed at the center position of the right side of the disk-shaped body (2) of the driven half-coupling. The disc-shaped bodies (2) of the input shaft and the driven shaft half coupling are provided with a plurality of evenly arranged pin holes, and a certain distance is left between the outlet of each pin hole and the transmission input shaft. On the right side of the disc-shaped body (2) of the driven shaft half coupling, a cylindrical metal sleeve (6) is coaxially installed outside each pin hole (3), and the cylindrical metal sleeve (6) is fixed on the disc-shaped body (2) of the driven shaft half coupling. The inner diameter of the cylindrical metal sleeve (6) is larger than the inner diameter of the pin hole. When the active half coupling and the driven shaft half coupling are matched, each pin (4) on the active shaft half coupling can be smoothly inserted into the corresponding pin hole (3) and the cylindrical metal sleeve (6). When each pin is inserted into the corresponding pin hole and the cylindrical metal sleeve (6), a sufficiently large calibration gap is left between the pin and the pin hole.

[0018] like Figure 2As shown, the surface of the pin (4) is sequentially covered with an elastic sleeve (5) and a high-pressure airbag (9) of a car tire structure from left to right. After each pin (4) is inserted into the corresponding pin hole (3) and the cylindrical metal sleeve (6), the elastic sleeve (5) is located in the pin hole (3), and the high-pressure airbag (9) of the car tire structure is located in the cylindrical metal sleeve (6). The outer surface of the pin (4) wrapped with the high-pressure airbag (9) can be processed into a hub structure to facilitate the installation and fixation of the high-pressure airbag (9) of the car tire structure. The pin (4) wrapped with the high-pressure airbag (9) has a cavity (11) inside, and an air guide hole is provided between the cavity (11) and the high-pressure airbag (8). An air nozzle (12) connected to the cavity is installed at the outer end of the pin (4). The high-pressure airbag (9) can be The air is inflated and deflated through the air nozzle (12); when the active half-coupling and the driven half-coupling are matched, each pin on the active half-coupling can be smoothly inserted into the corresponding pin hole and the cylindrical metal sleeve (6); when each pin is inserted into the corresponding pin hole and the cylindrical metal sleeve (6), a sufficiently large calibration gap is left between the elastic sleeve (5) and the inner wall of the pin hole (3) or the elastic sleeve (5) has a sufficient compression gap, and the high-pressure airbag (9) is tightly attached to the inner wall of the cylindrical metal sleeve (6) after being fully inflated.

[0019] like Figure 1 As shown, there is a return spring (13) on the left and right sides of each cylindrical metal sleeve (6) in the direction of movement. After the active half-coupling and the driven shaft half-coupling are assembled: one pin of each return spring (13) is fixed to the attachment of the disk-shaped body (2) of the driven shaft half-coupling, and the other pin is fixed to the pin (4).

[0020] Method for calibrating the assembly clearance between the elastic sleeve (5) and the inner wall of the pin hole (3):

[0021] The assembly clearance between the elastic sleeve (5) and the inner wall of the pin hole is calibrated as A. The assembly clearance A between the elastic sleeve (5) and the inner wall of the pin hole (3) is smaller than the maximum deformation that the high-pressure airbag (9) can withstand, and is also smaller than the maximum tensile and compressive deformation that the return spring (13) can withstand.

[0022] When the gear to be meshed of the transmission is meshed with the spline shaft, the speed difference between the gear to be meshed of the transmission and the spline shaft determines the vibration impact strength of the transmission system. The deformation of the high-pressure airbag (9) is proportional to the vibration strength of the transmission system. After the transmission system determines a tolerable vibration strength, the transmission will limit a maximum speed difference between the gear to be meshed and the spline shaft when shifting. The above maximum speed difference and the tolerable vibration strength of the transmission system can determine a deformation W of the high-pressure airbag (9).

[0023] The assembly gap A between the elastic sleeve (5) and the inner wall of the pin hole must be greater than or equal to the deformation W of the high-pressure airbag (9) determined by the above-mentioned maximum speed difference and the vibration intensity that the transmission system can withstand, and at the same time must be less than the maximum deformation that the high-pressure airbag (9) and the return spring (13) can withstand.

[0024] The high-shock-absorbing coupling described in the present invention has a simple structure, low cost, and excellent torque bearing performance and shock-absorbing performance. It solves the problem that electric vehicles are difficult to match with multi-speed transmissions and can greatly improve the performance and applicability of electric vehicles.

Claims

1. A high-performance vibration-damping coupling, comprising a driving half-coupling and a driven half-coupling, characterized by: The active half coupling is composed of a disk-shaped body (1) of the active shaft half coupling, a pin (4), and an output shaft (7) of the motor. A plurality of pins (4) are evenly installed on the right side of the disk-shaped body (1) of the active shaft half coupling, and the surface of each pin (4) is sequentially covered with an elastic sleeve (5) and a high-pressure airbag (9) of the structure or shape of a car tire from left to right. The driven shaft half coupling is composed of a disk-shaped body (2) of the driven shaft half coupling, a pin hole (3), a cylindrical metal sleeve (6), a transmission input shaft (8), a return spring (1 3), the driven shaft half coupling disc-shaped body (2) is provided with a plurality of evenly arranged pin holes (3), a cylindrical metal sleeve (6) is coaxially mounted on the outside of each pin hole (3), the cylindrical metal sleeve (6) is fixed on the right side of the driven shaft half coupling disc-shaped body (2), the elastic sleeve (5) is located in the pin hole (3), the high-pressure airbag (9) of the structure or shape of an automobile tire is located in the cylindrical metal sleeve (6), and there is a calibrated gap A between the elastic sleeve (5) and the inner wall of the pin hole (3); A cavity (11) is provided inside the pin (4) which is sheathed with the high-pressure airbag (9), an air guide hole is provided between the cavity (11) and the high-pressure airbag (9), and an air nozzle (12) connected to the cavity is installed at the outer end of the pin (4).

2. According to the high-performance vibration damping coupling of claim 1, the method for calibrating the gap A between the elastic sleeve (5) and the inner wall of the pin hole (3) is characterized by: A group of flange protrusions, a group of groove flange holes and elastic devices with consistent deformation capacity and torque bearing capacity therebetween are defined as a shock-absorbing transmission unit. Two or more shock-absorbing transmission units are integrated in the coupling. The coupling contains at least one first shock-absorbing transmission unit that can withstand the maximum limit torque of the transmission system and a second shock-absorbing transmission unit that cannot withstand the maximum limit torque of the transmission system but has high elasticity. There is a calibrated gap A or a compression gap A of the elastic device between the elastic device and the groove flange hole of the first shock-absorbing transmission unit. The deformation W of the elastic device of the second shock-absorbing transmission unit is determined by the maximum vibration intensity that the transmission system can withstand. The calibrated gap of the first shock-absorbing transmission unit or the compression gap A of the elastic device must be greater than or equal to the above-mentioned deformation W, and at the same time be less than the deformation that the elastic device of the second shock-absorbing transmission unit can withstand.

3. According to the high performance vibration damping coupling of claim 1, the method for returning the pin (4) to the middle of the flange hole (3) when the motor outputs zero torque is characterized by: A return spring (13) is installed on the left and right sides of the rotation direction of each pin (4), one pin of the return spring (13) on the left side of the pin (4) is installed on the attachment of the driven shaft half-coupling disc-shaped body (2) on the left side of the pin (4), and the other pin is installed on the pin (4), and one pin of the return spring (13) on the right side of the pin (4) is installed on the attachment of the driven shaft half-coupling disc-shaped body (2) on the right side of the pin (4), and the other pin is installed on the pin (4).

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