Connecting assembly, connecting device and vehicle

Abstract

The invention discloses a connecting assembly, a connecting device and a vehicle, the connecting assembly is applied to a power assembly, the connecting device comprises a connecting piece, the connecting piece is provided with a first end and a second end, the first end of the connecting piece is used for arranging a vibration reduction module, and the second end of the connecting piece is used for installing the power assembly. Therefore, the connecting assembly is simple in structure and higher in connecting stability, the vibration reduction module is installed at the first end of the connecting piece, the power assembly is installed at the second end of the connecting piece, in this way, the vibration reduction module can be prevented from interfering with work of the power assembly, and it can be guaranteed that the vibration reduction module is connected with the power assembly, so that the vibration reduction module can reduce vibration of the power assembly.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, and in particular to a connecting assembly, a connecting device and a vehicle. Background Art

[0002] During vehicle operation, the operation of the powertrain will cause frame vibration. In the existing technology, the vibration reduction device cannot effectively reduce the vibration of the powertrain. Excessive vibration of the powertrain can easily cause frame vibration and also generate vibration noise inside the vehicle, reducing the user's riding experience. Summary of the Invention

[0003] The present invention aims to solve at least one of the technical problems existing in the prior art. To this end, one object of the present invention is to provide a connecting assembly, which plays a connecting role and is used to connect the vibration reduction module and the powertrain.

[0004] A second aspect of the present invention provides a connecting device using the above-mentioned connecting assembly.

[0005] A third aspect of the present invention provides a vehicle using the above-mentioned connecting device.

[0006] According to an embodiment of the present invention, a connecting assembly is applied to a powertrain, and the connecting assembly includes a connecting member having a first end and a second end. The first end of the connecting member is used to set a vibration damping module, and the second end of the connecting member is used to install the powertrain.

[0007] According to the connecting device of the embodiment of the present invention, the structure of the connecting component is simple and the connection stability is higher. The vibration damping module is installed at the first end of the connecting member, and the powertrain is installed at the second end of the connecting member. In this way, the vibration damping module can be prevented from interfering with the operation of the powertrain, and the connection between the vibration damping module and the powertrain can be ensured, so that the vibration damping module can reduce the vibration of the powertrain.

[0008] Specifically, the length of the first end is 10 mm to 140 mm.

[0009] In some embodiments, the connecting member has an abutting portion, which is disposed between the first end and the second end; and an outer diameter of the abutting portion is greater than an outer diameter of the first end and the second end.

[0010] The connecting device according to an embodiment of the present invention includes the connecting assembly and the vibration reduction module described in the above embodiment. The vibration reduction module is arranged at the first end of the connecting member and is used to reduce vibration.

[0011] In some embodiments, the vibration reduction module includes a first counterweight block, and the first counterweight block is disposed at the first end of the connecting member.

[0012] Specifically, the first vibration damping block is hollow and has an internal thread. At least a portion of the first end has an external thread. The first vibration damping block is threadedly connected to the first end.

[0013] Preferably, the weight of the first counterweight is 30g to 800g.

[0014] In some embodiments, the vibration damping module further includes a vibration damping member, which is sleeved on the first counterweight block. The vibration damping member has a second counterweight block and a vibration damping block, and the vibration damping block is arranged between the first counterweight block and the second counterweight block.

[0015] Specifically, the weight of the second counterweight is 30g to 800g.

[0016] In some embodiments, the first counterweight, the second counterweight, and the vibration damping block overlap in the axial direction along the center lines of their respective length directions.

[0017] A vehicle according to an embodiment of the present invention includes: the connecting device according to any one of the above embodiments.

[0018] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments with reference to the following drawings, in which:

[0020] Figure 1 is a schematic diagram of the connection device, powertrain and vehicle frame according to an embodiment of the present invention;

[0021] Figure 2 is a cross-sectional view of the connection between the connecting device, the powertrain, and the vehicle frame according to an embodiment of the present invention;

[0022] Figure 3 is a structural schematic diagram of a connecting piece according to an embodiment of the present invention;

[0023] Figure 4 is a structural diagram of the connection between the vibration reduction module and the connecting member according to an embodiment of the present invention;

[0024] Figure 5 is a schematic diagram of a first counterweight configured as a hexagonal prism according to an embodiment of the present invention;

[0025] Figure 6 is a schematic diagram of a vibration reduction module according to an embodiment of the present invention;

[0026] Figure 7is a schematic diagram of a first counterweight configured as a cylinder according to an embodiment of the present invention;

[0027] Figure 8 is another schematic diagram of a vibration reduction module according to an embodiment of the present invention;

[0028] Figure 9 is a graph showing vibration of a suspension device according to an embodiment of the present invention;

[0029] Figure 10 is a graph showing frame vibration according to an embodiment of the present invention.

[0030] Reference numerals:

[0031] Connecting device 100, frame 200, component 300 connected to the driving member, driving member 400, buffer member 500, mounting rod 600, abutment portion 610,

[0032] Connecting member 10, abutting portion 11, first end 12, second end 13,

[0033] Vibration reduction module 20 , first counterweight 21 , vibration reduction member 22 , second counterweight 221 , vibration reduction block 222 . DETAILED DESCRIPTION

[0034] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0035] Reference below Figures 1-10 A connection assembly, a connection device 100 and a vehicle according to an embodiment of the present invention are described.

[0036] like Figure 1-2 As shown, a connection assembly according to an embodiment of the present invention is applied to a powertrain, and includes a connection member 10, the connection member 10 having a first end 12 and a second end 13, the first end 12 of the connection member 10 is used to set the vibration reduction module 20, and the second end 13 of the connection member 10 is used to install the powertrain.

[0037] Specifically, the powertrain includes a driving member 400 and a component 300 connected to the driving member 400. The driving member 400 will generate vibration excitation when it is running. The driving member 400 can be an engine or a motor. The component 300 connected to the driving member 400 has a first-order bending mode. If the excitation frequency generated by the driving member 400 is close to the first-order bending mode frequency of the component 300 connected to it, the first-order bending mode of the component 300 connected to the driving member 400 is excited, and the driving member 400 and the component 300 connected to it vibrate at the same time, the amplitude of the powertrain increases, and the vibration will be transmitted to the frame 200. The connecting assembly 100 installs the powertrain, which can reduce the amplitude of the powertrain to reduce the vibration of the powertrain and avoid excessive vibration of the powertrain causing vibration of the frame 200, thereby achieving vibration reduction of the frame 200.

[0038] It should be noted that the connecting member 10 is constructed as a rod-shaped structure. The connecting member 10 can be located inside the frame 200 or outside the frame 200. The connecting member 10 has a first end 12 and a second end 13. The extension directions of the first end 12 and the second end 13 are opposite. For example, the first end 12 can extend toward the outside of the frame 200, and the second end 13 can extend toward the inside of the frame 200. The vibration damping module 20 is provided on the first end 12, and the powertrain is installed on the second end 13. The first end 12 includes one end of the connecting member 10 and a portion of the middle area adjacent to the end. The two ends 13 include the other end of the connecting member 10 facing oppositely and another part of the middle area adjacent to this end. For example, the first end 12 includes the left end and the middle area on the left side of the connecting member 10, and the second end 13 includes the right end and the middle area on the right side of the connecting member 10. The vibration damping module 20 can be set at the left end or the middle area on the left side of the connecting member 10, and the powertrain can be set at the right end or the middle area on the right side of the connecting member 10, that is, the vibration damping module 20 can be set at the end of the first end 12, and can also be set at other areas on the connecting member 10 except the second end 13.

[0039] The second end 13 of the connecting member 10 can also be installed with a component 300 connected to the driving member 400. The components 300 connected to the driving member 400 can also be arranged at intervals around the connecting member 10. The vibration reduction module 20 is arranged on the outer periphery of the connecting member 10, which can reduce the first-order bending modal frequency of the component 300 connected to the driving member 400 and can reduce its amplitude. The vibration reduction module 20 can reduce the vibration of the powertrain.

[0040] Figure 9 and Figure 10 In the figure, the horizontal axis is the vibration frequency and the vertical axis is the vibration amplitude. The lower the vibration amplitude, the better the vibration reduction effect. Figure 9The solid line represents the prior art. The first-order bending modal frequency of the component 300 connected to the driving member 400 is approximately 1100 Hz. When the excitation frequency of the powertrain is between 800 Hz and 1400 Hz, the powertrain and the component 300 vibrate simultaneously. The amplitude of the powertrain increases and is transmitted to the frame 200, causing the amplitude of the frame 200 to also increase (e.g., Figure 10 (shown by the solid line).

[0041] According to the connecting device 100 of the embodiment of the present invention, the structure of the connecting component is simple and the connection stability is higher. The first end 12 of the connecting member 10 is installed with the vibration damping module 20, and the second end 13 of the connecting member 10 is installed with the powertrain. In this way, the vibration damping module 20 can be prevented from interfering with the operation of the powertrain and the vibration damping module 20 can be connected to the powertrain, so that the vibration damping module 20 can reduce the vibration of the powertrain.

[0042] Specifically, the length of the first end 12 is 10 mm to 140 mm. The vibration damping module 20 is arranged at the first end 12. When installing the connecting device 100 of the present application, the position of the vibration damping module 20 at the first end 12 can be adjusted according to the different vibration excitations of the driving member 400. The length of the first end 12 is set within this range to facilitate better installation and adjustment of the vibration damping module 20. If the length of the first end 12 is less than 10 mm, the length of the first end 12 is too short, the vibration damping module 20 cannot be effectively installed on the first end 12, and the stability of the installation of the vibration damping module 20 cannot be determined; if the length of the first end 12 is greater than 140 mm, the length of the first end 12 is too long, and the small and lightweight design of the connecting member 10 cannot be ensured.

[0043] In some embodiments, the connector 10 has an abutting portion 11 , which is disposed between the first end 12 and the second end 13 ; the outer diameter of the abutting portion 11 is greater than the outer diameters of the first end 12 and the second end 13 .

[0044] Specifically, the abutment portion 11 protrudes from the outer wall of the connector 10 and surrounds the circumference of the connector 10. The abutment portion 11 divides the connector 10 into two spaced-apart sections. The portion adjacent to the abutment portion 11, away from the powertrain, is the first end 12, and the portion adjacent to the abutment portion 11, closer to the powertrain, is the second end 13. The first end 12 can be disposed within the vehicle frame 200 or extend beyond the vehicle frame 200. The second end 13 of the connector 10 passes through the component 300 connected to the driver 400 and is connected to the driver 400. In this way, the connector 10 has a simple structure, and the vibration damping module 20 can be disposed at the first end 12 and the powertrain at the second end 13, so that the vibration damping module 20 can exert a vibration damping effect on the powertrain, thereby reducing the vibration of the powertrain.

[0045] If the component 300 connected to the driving member 400 in the powertrain is connected to the second end 13, the abutment portion 11 can push the component 300 connected to the driving member 400 so that the component 300 connected to the driving member 400 is pressed against the driving member 400, making the overall structure more compact and stable.

[0046] The connection device 100 according to an embodiment of the present invention includes the connection assembly and the vibration damping module 20 described in the above embodiment. The vibration damping module 20 is disposed at the first end 12 of the connection member 10 and is used to reduce vibration. The connection member 10 can connect the vibration damping module 20 to the powertrain. The provision of the vibration damping module 20 can reduce the frequency of the first-order bending mode of the powertrain, thereby preventing the excitation of the first-order bending mode of the powertrain and reducing the vibration of the powertrain. This can thereby reduce the vibration of the vehicle frame 200, thereby reducing the vibration and noise inside the vehicle and improving the vibration damping effect.

[0047] In some embodiments, the vibration reduction module 20 includes a first counterweight 21 , which is disposed at the first end 12 of the connector 10 .

[0048] Specifically, the first counterweight 21 is arranged on the first end 12. The interior of the first counterweight 21 is hollow, and its inner diameter matches the inner diameter of the first end 12 to ensure that the first counterweight 21 can be smoothly mounted on the first end 12. In addition, the interior of the first counterweight 21 is provided with an internal thread, and at least a portion of the first end 12 is provided with an external thread. The first counterweight 21 and the first end 12 can be connected by threaded cooperation, and of course can also be connected by other means.

[0049] It should be noted that the position of the first counterweight 21 relative to the first end 12 is adjustable. By adjusting the position of the first counterweight 21, the vibration reduction module 20 can be ensured to reduce vibrations in the powertrain under different vibration excitations. For example, the farther the first counterweight 21 is from the abutment portion 11, the better its vibration reduction effect. When the first counterweight 21 is located at the end of the first end 12, the vibration reduction effect is optimal. When the dynamic drive member 400 generates a large vibration excitation, the first counterweight 21 can be moved toward the end of the first end 12 to enhance the vibration reduction effect of the vibration reduction module 20.

[0050] With this arrangement, the first counterweight 21 has a simple structure, is easy to arrange, and is convenient to be installed with the connector 10 . By arranging the first counterweight 21 , vibration of the powertrain can be reduced.

[0051] Figure 9The middle dashed line represents: the component 300 connected to the connecting device 100 provided with the first counterweight 21, and the first-order bending modal frequency of the component 300 connected to the driving member 400 is reduced to 600 Hz. When the vibration excitation frequency of the powertrain is 800 Hz to 1400 Hz, the amplitude of the powertrain is relatively small. After the amplitude of the powertrain is transmitted to the frame 200, the amplitude of the frame 200 is also small (e.g. Figure 10 (shown by the dashed line).

[0052] Preferably, the weight of the first counterweight 21 is 30g to 800g. Setting the weight of the first counterweight 21 within this range can ensure the vibration reduction effect of the vibration reduction module 20 while achieving lightweighting of the vibration reduction module 20. The heavier the first counterweight 21, the better the vibration reduction effect. If the weight of the first counterweight 21 is less than 30g, it is too light to effectively reduce the vibration of the powertrain. If the weight of the first counterweight 21 is greater than 800g, the vibration reduction module 20 is heavy and relatively heavy.

[0053] In some embodiments, the vibration damping module 20 further includes a vibration damping member 22 , which is sleeved on the first counterweight 21 . The vibration damping member has a second counterweight 221 and a vibration damping block 222 , and the vibration damping block 222 is disposed between the first counterweight 21 and the second counterweight 221 .

[0054] Specifically, the vibration damper 22 is sleeved on the outer periphery of the first counterweight 21 , and the cross-sectional area of ​​the first counterweight 21 is larger than the cross-sectional area of ​​the vibration damper 22 . Figure 9 The dotted line represents the powertrain connected to the vibration damping module 20 provided with the first counterweight 21 and the vibration damping member 22. As shown in Figure 9, the amplitude of the powertrain is significantly reduced in the range of 800Hz to 1400Hz, and the amplitude is also well reduced in the range of 500Hz to 800Hz. The vibration damping effect of the vibration damping module 20 provided with the first counterweight 21 and the vibration damping member 22 is better than the vibration damping effect of the vibration damping module 20 provided with only the first counterweight 21. After the powertrain is connected to the connecting device 100 provided with the first counterweight 21 and the vibration damping member 22, the amplitude of the powertrain is transmitted to the frame 200, and the amplitude of the frame 200 is small (e.g., Figure 10 mid-dash line).

[0055] In this way, by providing the vibration-damping member 22 and making it work together with the first counterweight 21, the vibration-damping effect is further improved.

[0056] In addition, the structure of the first counterweight 21 is not limited, and it can be a hollow cylindrical structure (such as Figure 7 As shown), it can also be a hollow hexagonal prism structure (as Figure 5As shown in FIG. 1 , other hollow shapes are also possible. With this arrangement, the structure of the vibration damper 22 is simple, and the vibration damper 222 can reduce the amplitude transmitted from the first counterweight 21 to the second counterweight 221 , thereby achieving a better vibration damping effect.

[0057] like Figure 6 As shown, in some embodiments, the axes of the second counterweight 221 and the vibration-damping block 222 are axially staggered from those of the first counterweight 21 .

[0058] For example, the end of the first counterweight 21 away from the driving member 400, the end of the vibration damping block 222 away from the driving member 400 and the end of the first end 12 of the connecting member 10 are aligned in the axial direction, and when the cross-sectional area of ​​the first counterweight 21 is greater than the cross-sectional area of ​​the vibration damping block 222, the axis of the vibration damping block 222 is staggered in the axial direction with the axis of the first counterweight 21 (the axial direction is Figure 6 and Figure 8 The direction indicated by the arrow A is radial. Figure 6 and Figure 8 In the direction indicated by the middle arrow B); or the end of the first counterweight 21 away from the driving member 400 and the end of the second counterweight 221 away from the driving member 400 are axially aligned with the end of the first end 12 of the connecting member 10, and the cross-sectional area of ​​the first counterweight 21 is greater than the cross-sectional area of ​​the second counterweight 221, and the axis of the second counterweight 221 is axially staggered with the axis of the first counterweight 21; or when the ends of the three away from the driving member 400 are all flush with the end of the first end 12 of the connecting member 10, and the cross-sectional area of ​​the first counterweight 21 is greater than the cross-sectional area of ​​the vibration damping block 222 and the cross-sectional area of ​​the second counterweight 221, the axes of the second counterweight 221 and the vibration damping block 222 are axially staggered with the axes of the first counterweight 21. The implementation method of axially staggering the axes of the second counterweight 221 and the vibration damping block 222 with the first counterweight 21 is not limited to the above-mentioned type, and there can be multiple implementation methods.

[0059] With this arrangement, the vibration damping member 22 occupies less space in the radial direction, which can save radial space and avoid interference with other components.

[0060] like Figure 8 As shown, in some embodiments, the axes of the second counterweight block 221, the vibration damping block 222 and the first counterweight block 21 overlap in the axial direction. In this way, the vibration damping member 22 occupies less space in the axial direction, which can save space in the axial direction and make the spatial layout more reasonable.

[0061] Preferably, the weight of the second counterweight 221 is 30g to 800g. Setting the weight of the second counterweight 221 within this range can ensure the vibration reduction effect of the vibration reduction module 20 while achieving a lighter weight. The heavier the second counterweight 221, the better the vibration reduction effect.

[0062] Preferably, the damping mass 222 is configured as a rubber mass.

[0063] like Figures 1-4 As shown, the vehicle according to the embodiment of the present invention includes the connecting device 100 in the above embodiment.

[0064] The vehicle is provided with a frame 200, the connecting device 100 in the above embodiment and a powertrain. The powertrain is arranged in the accommodating space. The powertrain can also be provided with a buffer 500, which is located between the frame 200 and the component 300 connected to the driving member 400. The buffer 500 is respectively connected to the frame 200 and the component 300 connected to the driving member 400. The buffer 500 can isolate part of the amplitude of the powertrain and can further isolate the amplitude to prevent excessive amplitude from being transmitted to the frame 200.

[0065] According to the vehicle of the embodiment of the present invention, by providing the connecting device 100 and connecting the connecting device 100 to the powertrain, the first-order bending mode frequency of the powertrain can be reduced, the first-order bending mode of the powertrain can be prevented from being excited, and the vibration of the powertrain can be reduced, thereby reducing the vibration of the frame 200, thereby reducing the vibration and noise in the vehicle, improving the vibration reduction effect, and increasing the comfort of the vehicle ride.

[0066] In the description of the present invention, it should be understood that the terms "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0067] In the description of the present invention, "first feature" or "second feature" may include one or more of the features.

[0068] In the description of the present invention, "plurality" means two or more.

[0069] In the description of the present invention, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features not being in direct contact with each other but being in contact with each other via another feature therebetween.

[0070] In the description of the present invention, “on”, “above” and “above” a first feature of a second feature include the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0071] In the description of the present invention, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the exemplary expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0072] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. A connection assembly, characterized in that: Applied to powertrain, including: A connecting member (10), the connecting member (10) having a first end (12) and a second end (13), The first end (12) of the connecting member (10) is used to set a vibration reduction module (20), and the second end (13) of the connecting member (10) is used to install a power assembly.

2. The connection assembly according to claim 1, characterized in that: The length of the first end (12) is 10 mm to 140 mm.

3. The connection assembly according to claim 2, characterized in that: The connecting member (10) has an abutment portion (11), which is arranged between the first end (12) and the second end (13); the outer diameter of the abutment portion (11) is larger than the outer diameter of the first end (12) and the outer diameter of the second end (13).

4. A connection device, characterized in that: It comprises a connection assembly and a vibration reduction module (20) according to any one of claims 1 to 3, wherein the vibration reduction module (20) is arranged at the first end (12) of the connection member (10), and the vibration reduction module (20) is used to reduce vibration.

5. The connection device according to claim 4, characterized in that: The vibration reduction module (20) comprises a first counterweight block (21), wherein the first counterweight block (21) is arranged at the first end (12) of the connecting member (10).

6. The connection device according to claim 5, characterized in that: The first vibration damping block (21) is hollow and has an internal thread. At least a portion of the first end (12) has an external thread. The first vibration damping block (21) is threadedly connected to the first end (12).

7. The connection device according to claim 5, characterized in that: The weight of the first counterweight (21) is 30 g to 800 g.

8. The connection device according to claim 5, characterized in that: The vibration-damping module (20) further comprises a vibration-damping component (22), wherein the vibration-damping component (22) is sleeved on the first counterweight block (21), the vibration-damping component (22) comprises a second counterweight block (221) and a vibration-damping block (222), and the vibration-damping block (222) is arranged between the first counterweight block (21) and the second counterweight block (221).

9. The connection device according to claim 8, characterized in that: The weight of the second counterweight (221) is 30 g to 800 g.

10. A vehicle, characterized in that: include: The connecting device according to any one of claims 4 to 9.

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