Frequency adjustment mechanism and method for adjusting the same, vehicle

Abstract

The application relates to a frequency adjusting mechanism and an adjusting method thereof, and a vehicle. The frequency adjusting mechanism comprises an adjusting long handle, a shaft rod and a damping piece. The end of the adjusting long handle is provided with a groove, and a plurality of clamping grooves are distributed along the self axial direction of the inner side wall of the groove. The end of the shaft rod towards the adjusting long handle is provided with a convex shaft coaxial with the groove and in embedded connection, the outer circumferential side of the convex shaft is provided with a clamping spring in clamping connection with any one of the clamping grooves, and the first adjusting cavity is formed between the convex shaft and the groove. The damping piece is slidably sleeved on the shaft rod to adjust the distance between the damping piece and the first adjusting cavity. The clamping spring of the shaft rod is clamped in different clamping grooves, so that the size of the first adjusting cavity is changed, the mass distribution of the driving shaft is changed, the natural frequency of the driving shaft is adjusted, the entire damping piece does not need to be replaced, the production cost is reduced, and the debugging of the NVH performance is facilitated.

Description

Technical Field

[0001] This application relates to the field of automotive NVH technology, specifically to a frequency adjustment mechanism and its adjustment method, and a vehicle. Background Technology

[0002] With the increasing popularity of automobiles and the development of power systems, cars are no longer just a means of transportation; they also need to provide passengers with a comfortable experience. The automotive drive shaft assembly consists of a drive shaft assembly (left) and a drive shaft assembly (right). When both are located on either side of the engine, factors such as the diameter, material, and length of the drive shaft shaft can cause resonance at certain frequencies between the drive shaft, the engine system, and the body system during vehicle operation, resulting in abnormal NVH (noise, vibration, and harshness) noises throughout the vehicle. Currently, a common method is to add damping components to the drive shaft shaft to adjust the frequency, thereby preventing resonance within a certain frequency range and eliminating NVH noise problems.

[0003] However, traditional damping components typically consist of a cylindrical rubber and a metal block. The rubber acts as an elastic element, while the metal block is a mass. The inner side of the rubber is vulcanized with the drive shaft, and the outer side is vulcanized with the metal cylinder, which helps to attenuate the resonance of the drive shaft. However, the stiffness of the rubber and the mass of the metal block are fixed, therefore the frequency of the damping component is also fixed. Thus, existing damping components can only be matched to one type of drive shaft. Different damping components need to be redesigned and manufactured for different vehicle models, resulting in poor versatility. If NVH performance testing on a real vehicle reveals a need to change the drive shaft frequency, a new damping component must be manufactured, posing a cost challenge. If the new damping component is too large, the drive shaft may be affected by surrounding components, potentially causing interference and preventing its proper placement, resulting in a loud rumbling sound throughout the vehicle. Summary of the Invention

[0004] One objective of this application is to provide a frequency adjustment mechanism to solve the problem that the damping components in the prior art cannot adjust the drive shaft frequency, resulting in a roaring sound in the vehicle; the other objective is to provide an adjustment method for the frequency adjustment mechanism.

[0005] To achieve the above objectives, the technical solution adopted in this application is as follows:

[0006] A frequency adjustment mechanism includes: an adjustment handle with a groove at its end, wherein multiple slots are spaced apart along the axial direction on the inner wall of the groove; a shaft with a convex shaft coaxial with and fitted into the groove at one end facing the adjustment handle, and a snap ring on the outer periphery of the convex shaft engaging with any one of the slots, wherein a first adjustment cavity is formed between the convex shaft and the groove; and a damping element slidably sleeved on the shaft to adjust the distance between the damping element and the first adjustment cavity.

[0007] Based on the aforementioned technical means, by engaging the retaining ring of the shaft with different slots, the size of the first adjustment cavity is changed, thereby altering the mass distribution of the drive shaft and adjusting its natural frequency. During this process, the natural frequency of the drive shaft corresponding to different slots can be directly tested and read, thus allowing for adjustment of the drive shaft's natural frequency. By incorporating damping components, the vibration amplitude transmitted from the engine to the drive shaft can be effectively reduced, thereby lowering noise and improving ride comfort.

[0008] Furthermore, the damping element includes a rubber sleeve that is slidably sleeved on the shaft and a mass block between the rubber sleeve and the shaft.

[0009] Based on the above technical means, the unique viscoelasticity of the rubber cylinder is used to convert the kinetic energy of the drive shaft into heat energy, thereby effectively reducing the vibration amplitude transmitted from the engine to the drive shaft, reducing noise, and improving ride comfort.

[0010] Furthermore, the inner wall of the mass block is provided with an internal thread, the outer circumference of the shaft is provided with a first external thread that mates with the internal thread, and the end of the adjusting handle near the shaft is provided with a second external thread that mates with the internal thread; when the mass block is simultaneously fitted onto the adjusting handle and the shaft, a second adjusting cavity is formed between the mass block, the adjusting handle and the shaft.

[0011] According to the above technical means, the shaft and the adjusting handle are connected together by a threaded connection. When the mass block is simultaneously sleeved on the adjusting handle and the shaft, a second adjusting cavity is formed between the mass block, the adjusting handle and the shaft. When the mass block slides along the first direction, the mass distribution of the mass block relative to the second adjusting cavity can be adjusted, thereby changing the natural frequency of the drive shaft.

[0012] Furthermore, the length of the mass block in the axial direction of the rubber cylinder is greater than the length of the convex shaft in the axial direction of the shaft.

[0013] Based on the above technical means, it is ensured that the inner wall of the mass block can be simultaneously fitted onto the adjusting handle and the shaft.

[0014] Furthermore, the inner wall of the rubber cylinder is fixedly connected to the outer wall of the mass block.

[0015] The above-mentioned technical means can prevent the mass block from moving around in the rubber cylinder, thereby effectively reducing abnormal vibration of the drive shaft.

[0016] Furthermore, the outer diameter of the rubber tube at its center along its own axis is greater than the outer diameter at its ends.

[0017] The above-mentioned technical means facilitate the adjustment of the mass distribution of the mass block relative to the second adjustment cavity.

[0018] Furthermore, the inner wall of the groove is provided with an internal spline, and the outer periphery of the convex shaft is provided with an external spline that mates with the internal spline.

[0019] The radial displacement of the shaft can be limited using the aforementioned technical means.

[0020] Furthermore, a retaining ring is fitted at one end of the adjusting handle near the shaft, and the damping element abuts against the retaining ring at the end of the adjusting handle.

[0021] Based on the above-mentioned technical means, the axial displacement of the damping component can be further limited.

[0022] This application also provides an adjustment method for the frequency adjustment mechanism as described above, comprising the following steps:

[0023] Fix one end of the adjusting handle to the first device and one end of the shaft to the second device, ensuring that the axes of the adjusting handle and the shaft are in a straight line;

[0024] The second device pushes the shaft towards the adjustment handle so that the convex shaft of the shaft fits into the groove of the adjustment handle; the snap ring of the convex shaft is sequentially snapped into different slots of the adjustment handle, and the vibration frequency of the frequency adjustment mechanism is tested to obtain the vibration frequency data as f1, f2...fm, where m is the total number of slots.

[0025] The vehicle is required to be designed with a frequency of f0. The frequency data f1, f2...fm read from m tests are compared, and the frequency closest to f0 is selected to obtain the vibration frequency under ideal conditions and the corresponding position of the slot.

[0026] Further steps include the following:

[0027] After installing the snap ring into the corresponding slot according to the ideal vibration frequency, the damping element is simultaneously fitted onto the adjusting handle and the shaft.

[0028] Install the retaining ring into the adjusting handle to secure the damping component.

[0029] This application also provides a vehicle including a drive shaft assembly, the drive shaft assembly including the frequency adjustment mechanism as described above.

[0030] The beneficial effects of this application are:

[0031] This application assembles a drive shaft by fitting a mounting shaft into a groove in an adjusting handle. By engaging the shaft's retaining spring with different slots, the size of the first adjusting cavity is changed, thereby altering the mass distribution of the drive shaft and adjusting its natural frequency. During this process, the natural frequency of the drive shaft corresponding to different slots can be directly tested and read, allowing for adjustment of the drive shaft's natural frequency. Compared to the traditional method of directly adding damping components, this application can directly adjust the natural frequency of the drive shaft without replacing the entire damping component, thus reducing production costs and facilitating NVH performance tuning. By incorporating damping components, the vibration amplitude transmitted from the engine to the drive shaft can be effectively reduced, thereby lowering noise and improving ride comfort. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of the frequency adjustment mechanism in this application;

[0033] Figure 2 This is a schematic diagram showing the connection between the adjusting handle and the first device in this application;

[0034] Figure 3 This is a schematic diagram showing the connection between the shaft and the second device in this application;

[0035] Figure 4 This is a schematic diagram showing the connection relationship of the frequency adjustment mechanism applied to the drive shaft assembly in this application;

[0036] Figure 5 This is a flowchart of the adjustment method of the frequency adjustment mechanism in this application.

[0037] Among them, 1-adjusting handle; 11-groove; 12-slot; 13-internal spline; 2-shaft; 21-convex shaft; 22-circlip; 23-external spline; 3-damping component; 31-rubber sleeve; 32-mast block; 4-first adjusting cavity; 5-second adjusting cavity; 6-retaining ring. Detailed Implementation

[0038] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0039] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0040] like Figures 1 to 4 As shown, this embodiment proposes a frequency adjustment mechanism, including an adjustment handle 1, a shaft 2 and a damping component 3. The end of the adjustment handle 1 is provided with a groove 11. The cross-sectional shape of the groove 11 can be circular, square, trapezoidal or other shapes, and no specific limitation is made here.

[0041] The adjusting handle 1 has multiple slots 12 spaced apart along its own axial direction on the inner sidewall of the groove 11. In a preferred embodiment, the cross-section of the groove 11 is circular, and any one of the slots 12 is annular and distributed circumferentially along the inner sidewall of the groove 11. The multiple slots 12 are equally spaced along the axial direction of the adjusting handle 1.

[0042] Specifically, the card slot 12 can be set to 2, 3, 4, etc. Those skilled in the art can design it according to actual conditions and specific needs. This embodiment does not make specific limitations in this regard.

[0043] The end of the shaft 2 facing the adjusting handle 1 is provided with a convex shaft 21 that is coaxial with and fitted into the groove 11. The outer periphery of the convex shaft 21 is provided with a snap ring 22 that is engaged with any one of the snap slots 12. The snap ring 22 can be an existing compression snap ring 22, bearing snap ring 22, etc., to restrict the axial movement of the convex shaft 21. A first adjusting cavity 4 is formed between the convex shaft 21 and the groove 11.

[0044] The damping element 3 is slidably sleeved on the shaft 2 to adjust the distance between the damping element 3 and the first adjustment cavity 4.

[0045] It is understandable that by fitting the convex shaft 21 of the mounting shaft 2 into the groove 11 of the adjusting handle 1, a drive shaft is assembled. By engaging the retaining spring 22 of the shaft 2 with different retaining slots 12, the relative distance between the convex shaft 21 and the groove 11 is changed, thereby changing the size of the first adjusting cavity 4, and thus changing the mass distribution of the drive shaft, adjusting the natural frequency of the drive shaft, such as... Figure 4 As shown, by applying the frequency adjustment mechanism to the drive shaft assembly, the natural frequency of the drive shaft corresponding to different slots 12 can be directly tested, thereby adjusting the natural frequency of the drive shaft. Compared to the traditional method of directly adding damping component 3, this application can directly adjust the natural frequency of the drive shaft without replacing the entire damping component 3, thus reducing production costs and facilitating NVH performance tuning. By setting damping component 3, the vibration amplitude transmitted from the engine to the drive shaft can be effectively reduced, thereby reducing noise and improving ride comfort.

[0046] In one embodiment, such as Figure 2 As shown, the damping component 3 includes a rubber cylinder 31 that is slidably sleeved on the shaft 2 and a mass block 32 located between the rubber cylinder 31 and the shaft 2.

[0047] Specifically, in this embodiment, the cross-sectional shape of the inner wall of the mass block 32 can be circular, square, triangular, etc., and those skilled in the art can design it according to actual conditions and specific needs. This embodiment does not impose specific limitations on this. The cross-sectional shape of the inner wall of the mass block 32 is adapted to the cross-sectional shape of the shaft 2. Utilizing the unique viscoelasticity of the rubber sleeve 31, during the vibration of the drive shaft, the rubber sleeve 31 generates severe internal friction under the action of external force, converting kinetic energy into heat energy, thereby effectively reducing the vibration amplitude transmitted from the engine to the drive shaft, reducing noise, and improving ride comfort.

[0048] In one embodiment, the inner wall of the mass block 32 is provided with an internal thread, the outer periphery of the shaft 2 is provided with a first external thread that mates with the internal thread, and the end of the adjusting handle 1 near the shaft 2 is provided with a second external thread that mates with the internal thread on its outer periphery.

[0049] When the mass block 32 is rotated, causing it to slide along the first direction, it can simultaneously be fitted onto the adjusting handle 1 and the shaft 2, connecting the shaft 2 and the adjusting handle 1 together via a threaded connection. It should be noted that, for better matching, the lengths of the first and second external threads can be as long as possible, ensuring that the entire shaft 2 and the adjusting handle 1 are connected together via the damping element 3.

[0050] When the mass block 32 is simultaneously fitted onto the adjusting handle 1 and the shaft 2, a second adjusting cavity 5 is formed between the mass block 32, the adjusting handle 1 and the shaft 2. When the mass block 32 slides along the first direction, the mass distribution of the mass block 32 relative to the second adjusting cavity 5 can be adjusted, thereby changing the natural frequency of the drive shaft.

[0051] In one embodiment, the length of the mass block 32 in the axial direction of the rubber cylinder 31 is greater than the length of the convex shaft 21 in the axial direction of the shaft 2, thereby ensuring that the inner sidewall of the mass block 32 can be simultaneously fitted onto the adjusting handle 1 and the shaft 2.

[0052] In one embodiment, the inner wall of the rubber cylinder 31 is vulcanized and fixed to the outer wall of the mass block 32. By vulcanizing and fixing the rubber cylinder 31 and the mass block 32, the mass block 32 can be prevented from moving around in the rubber cylinder 31, thereby effectively reducing abnormal vibration of the drive shaft.

[0053] In one embodiment, the outer diameter of the rubber cylinder 31 at its center along its axial direction is greater than the outer diameter at its end, so that the mass distribution of the mass block 32 decreases from the center to the end, thereby facilitating the adjustment of the mass distribution of the mass block 32 relative to the second adjustment cavity 5.

[0054] In one embodiment, such as Figure 1 As shown, the inner wall of the groove 11 is provided with an inner spline 13, which is evenly distributed along the circumference of the groove 11, and the length direction of the inner spline 13 is parallel to the axial direction of the slot 12; the outer circumference of the convex shaft 21 is provided with an outer spline 23 that mates with the inner spline 13 along the second direction, and the outer spline 23 is evenly distributed along the circumference of the convex shaft 21.

[0055] The length of the internal spline 13 in the axial direction of the adjusting shank 1 is equal to the length of the external spline 23 in the axial direction of the shaft 2, so that the external spline 23 and the internal spline 13 are fully engaged to limit the radial displacement of the shaft 2.

[0056] In one embodiment, such as Figure 3 As shown, a retaining ring 6 is provided at one end of the adjusting handle 1 near the shaft 2. The end of the damping member 3 facing the adjusting handle 1 abuts against the retaining ring 6 to further limit the axial displacement of the damping member 3 and prevent the mass block 32 from moving around in the rubber cylinder 31, thereby ensuring that the abnormal vibration of the drive shaft is effectively reduced.

[0057] like Figure 5 As shown in the embodiments of this application, an adjustment method for a frequency adjustment mechanism is also provided, including the following steps:

[0058] S1. Fix the end of the adjusting handle 1 away from the groove 11 on the first device, and fix the end of the shaft 2 away from the convex shaft 21 on the second device to ensure that the axes of the adjusting handle 1 and the shaft 2 are on a straight line.

[0059] S2. The second device pushes the shaft 2 to move closer to the adjusting handle 1 so that the convex shaft 21 of the shaft 2 fits into the groove 11 of the adjusting handle 1.

[0060] S3. Sequentially attach the snap ring 22 of the convex shaft 21 to different slots 12 of the adjusting handle 1, test the vibration frequency of the frequency adjustment mechanism, and obtain the vibration frequency data as f1, f2...fm, where m is the total number of slots 12.

[0061] S4. The vehicle is required to be designed with a frequency of f0. The frequency data f1, f2...fm read from m tests are compared and the frequency closest to f0 is selected to obtain the vibration frequency under ideal conditions and the corresponding position of the slot 12.

[0062] Further steps include the following:

[0063] S5. After installing the snap ring 22 into the corresponding slot 12 according to the ideal vibration frequency, the damping element 3 is simultaneously fitted onto the adjusting handle 1 and the shaft 2.

[0064] S6. Insert the retaining ring 6 into the adjusting handle 1 and fix the damping component 3.

[0065] By using the frequency adjustment mechanism described above, compared with the traditional damping component 3, the vibration amplitude of the drive shaft can be adjusted simply by adjusting the shaft rod 2 to engage different slots 12, without having to replace the entire damping component 3, thereby reducing production costs and facilitating the debugging of NVH performance.

[0066] This application embodiment also provides a vehicle, including a drive shaft assembly, the drive shaft assembly including the frequency adjustment mechanism as described above, which can directly test the inherent frequency of the drive shaft assembly corresponding to different slots 12, facilitating the debugging of NVH performance.

[0067] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A frequency adjustment mechanism, characterized in that, include: The adjusting handle (1) has a groove (11) at its end. The adjusting handle (1) has multiple slots (12) spaced apart along its own axis on the inner side wall of the groove (11). A shaft (2) has a convex shaft (21) at one end facing the adjusting handle (1) that is coaxial with and fitted into the groove (11). The outer periphery of the convex shaft (21) has a retaining spring (22) that engages with any one of the retaining slots (12). A first adjusting cavity (4) is formed between the convex shaft (21) and the groove (11). The damping element (3) is slidably sleeved on the shaft (2) to adjust the distance between the damping element (3) and the first adjustment cavity (4); The frequency adjustment mechanism is configured as follows: Fix one end of the adjusting handle (1) to the first device and fix one end of the shaft (2) to the second device to ensure that the axes of the adjusting handle (1) and the shaft (2) are on a straight line; The shaft (2) is pushed by the second device to move closer to the adjusting handle (1) so that the convex shaft (21) of the shaft (2) fits into the groove (11) of the adjusting handle (1). The retaining rings (22) of the convex shaft (21) are sequentially engaged with different slots (12) of the adjusting handle (1), and the vibration frequency of the frequency adjustment mechanism is tested to obtain vibration frequency data f1, f2...fm, where m is the total number of slots; The vehicle is required to be designed with a frequency of f0. The frequency data f1, f2...fm read from m tests are compared and the frequency closest to f0 is selected to obtain the vibration frequency under ideal conditions and the position of the corresponding slot (12).

2. The frequency adjustment mechanism according to claim 1, characterized in that, The damping element (3) includes a rubber cylinder (31) slidably sleeved on the shaft (2) and a mass block (32) located between the rubber cylinder (31) and the shaft (2).

3. The frequency adjustment mechanism according to claim 2, characterized in that, The inner wall of the mass block (32) is provided with an internal thread, the outer circumference of the shaft (2) is provided with a first external thread that mates with the internal thread, and the end of the adjusting handle (1) near the shaft (2) is provided with a second external thread that mates with the internal thread. When the mass block (32) is simultaneously fitted onto the adjusting handle (1) and the shaft (2), a second adjusting cavity (5) is formed between the mass block (32), the adjusting handle (1) and the shaft (2).

4. The frequency adjustment mechanism according to claim 3, characterized in that, The length of the mass block (32) in the axial direction of the rubber cylinder (31) is greater than the length of the convex shaft (21) in the axial direction of the shaft (2).

5. The frequency adjustment mechanism according to claim 2, characterized in that, The inner wall of the rubber cylinder (31) is fixedly connected to the outer wall of the mass block (32).

6. The frequency adjustment mechanism according to claim 2, characterized in that, The outer diameter of the rubber cylinder (31) at its center along its own axis is greater than the outer diameter at its end.

7. The frequency adjustment mechanism according to claim 1, characterized in that, The inner wall of the groove (11) is provided with an inner spline (13), and the outer periphery of the convex shaft (21) is provided with an outer spline (23) that mates with the inner spline (13).

8. The frequency adjustment mechanism according to claim 1, characterized in that, The adjusting handle (1) has a retaining ring (6) at one end near the shaft (2), and the damping member (3) abuts against the retaining ring (6) at the end facing the adjusting handle (1).

9. A method for adjusting the frequency adjustment mechanism as described in any one of claims 1 to 8, characterized in that, Includes the following steps: Fix one end of the adjusting handle (1) to the first device and fix one end of the shaft (2) to the second device to ensure that the axes of the adjusting handle (1) and the shaft (2) are on a straight line; The shaft (2) is pushed by the second device to move closer to the adjusting handle (1) so that the convex shaft (21) of the shaft (2) fits into the groove (11) of the adjusting handle (1). The retaining rings (22) of the convex shaft (21) are sequentially engaged with different slots (12) of the adjusting handle (1), and the vibration frequency of the frequency adjustment mechanism is tested to obtain vibration frequency data f1, f2...fm, where m is the total number of slots; The vehicle is required to be designed with a frequency of f0. The frequency data f1, f2...fm read from m tests are compared and the frequency closest to f0 is selected to obtain the vibration frequency under ideal conditions and the position of the corresponding slot (12).

10. An adjustment method as described in claim 9, characterized in that, Further steps include the following: After the snap ring (22) is installed into the corresponding slot (12) according to the vibration frequency under ideal conditions, the damping element (3) is simultaneously sleeved on the adjusting handle (1) and the shaft (2); Insert the retaining ring (6) into the adjusting handle (1) to fix the damping component (3).

11. A vehicle, characterized in that, It includes a drive shaft assembly, the drive shaft assembly including the frequency adjustment mechanism as described in any one of claims 1 to 8.

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