Vibration reduction structure of transmission shaft system and automobile

Abstract

The utility model discloses a vibration reduction structure of a transmission shaft system and an automobile. The transmission shaft system comprises a shell, a driving shaft and a driven shaft, wherein the driving shaft and the driven shaft are arranged in the shell. The vibration reduction structure comprises a first electromagnetic assembly and a second electromagnetic assembly which are arranged in the shell, and a middle transmission part arranged between the driving shaft and the driven shaft. The middle transmission part comprises a first combination part at one end of the driving shaft, a second combination part at one end of the driven shaft, and a transmission part arranged between the first combination part and the second combination part; the transmission part comprises a transmission cavity defined by a first combination part, a second combination part and the inner side wall face of the shell, and a transmission component capable of being connected with the opposite end faces of the first combination part and the second combination part. The shape of a transmission component between the first combination part and the second combination part can be changed, the damping force between the driving shaft and the driven shaft is changed, and therefore the vibration reduction requirements of a transmission shaft system of an automobile under various working conditions are met.

Description

Technical Field

[0001] The utility model relates to the technical field of mechanical power transmission, in particular to a vibration reduction structure of a transmission shaft system and a car. Background Art

[0002] The power transmission device is a mechanical device used in mechanical systems to firmly connect the driving shaft and the driven shaft in different mechanisms to rotate together and transmit motion and torque. Common power transmission device structures can be divided into rigid power transmission devices and flexible power transmission devices. Rigid power transmission devices can transmit large torques, but they do not have the ability to buffer and compensate for the relative displacement of the two axes. They have high requirements for the machining accuracy of the shafts. During use, they often vibrate to a large extent due to various external factors, reducing the service life of the device. Flexible power transmission devices are limited by the strength of elastic elements and cannot transmit large torques.

[0003] The speed fluctuation at the output end of the car's engine will be further amplified and transmitted to the gearbox gear system or motor and other rotating mechanisms through the transmission shaft system. This speed instability will bring about the rotational imbalance force excitation of the transmission system, and regular knocking will occur between the power output shaft and the vehicle shaft system or the internal structure of the gearbox, causing abnormal vibration or abnormal noise problems. Especially in low-speed conditions or specific transient conditions, knocking and abnormal noise are more easily perceived. After investigation, it was found that the NVH (Noise, Vibration, Harshness) performance at this operating point is directly related to the speed fluctuation amplitude and change rate of a specific section of the shaft system. In the prior art, the vibration reduction components such as the rotational inertia or dual-mass flywheel commonly set in the transmission system of the car cannot meet the vibration reduction requirements under various working conditions. Utility Model Content

[0004] The utility model aims to solve the technical problem that the vibration reduction components such as the rotational inertia or dual-mass flywheel usually provided in the transmission system of the automobile in the prior art cannot meet the vibration reduction requirements under various working conditions.

[0005] In order to solve the above technical problems, the embodiment of the utility model discloses a vibration reduction structure of a transmission shaft system, wherein the transmission shaft system includes a housing, a driving shaft and a driven shaft arranged in the housing and opposite to each other. The vibration reduction structure includes a first electromagnetic component and a second electromagnetic component arranged in the housing, and an intermediate transmission component arranged between the driving shaft and the driven shaft.

[0006] Among them, the intermediate transmission component includes a first coupling portion at one end of the driving shaft close to the driven shaft, a second coupling portion at one end of the driven shaft close to the driving shaft, and a transmission portion arranged between the first coupling portion and the second coupling portion; wherein the first coupling portion and the second coupling portion are arranged to be spaced apart from each other along the axial direction, and the circumferential edges of the two are abutted and adapted to the inner wall surface of the corresponding position of the shell; and the transmission portion includes a transmission cavity formed by the relative ends of the first coupling portion and the second coupling portion and the inner wall surface of the shell, and a transmission component arranged in the transmission cavity, and the transmission component can be respectively engaged with the relative end surfaces of the first coupling portion and the second coupling portion.

[0007] The first electromagnetic component is arranged in the housing at a side of the first joint away from the second joint, and the second electromagnetic component is arranged in the housing at a side of the second joint away from the first joint. In addition, the transmission component is a magnetorheological fluid filled in the transmission cavity.

[0008] By adopting the above technical solution, the vibration reduction structure of the transmission shaft system uses magnetorheological fluid as the working medium, and uses the unique rheological properties of the magnetorheological fluid to adjust the output torque or speed. Among them, the magnetorheological fluid is mainly composed of soft magnetic particles, base carrier fluid and additives wrapped on the surface of the soft magnetic particles. It has unique rheological properties. Under the action of an external magnetic field, the viscosity of the magnetorheological fluid will change from liquid to semi-solid at a response speed of milliseconds, and this change is reversible. Moreover, compared with setting a separate electromagnetic component, in this vibration reduction structure, the state of the magnetorheological fluid between the first joint and the second joint can be quickly changed through the first electromagnetic component and the second electromagnetic component on both sides, and the damping force between the driving shaft and the driven shaft can be changed. Under the speed condition with a large amplitude of the speed fluctuation of the driving shaft, the asynchronous rotation between the driving shaft and the driven shaft is increased, that is, the synchronization rate between the driving shaft and the driven shaft is appropriately reduced, and the amplitude of the speed fluctuation of the driven shaft is reduced; under the speed condition with a small amplitude of the speed fluctuation of the active side, the asynchronous rotation between the driving shaft and the driven shaft is reduced as much as possible, that is, the synchronization rate between the driving shaft and the driven shaft is appropriately increased, and the output energy is utilized to the maximum extent. Thus, the vibration reduction requirements of the transmission shaft system under various working conditions are met, and the abnormal noise caused by asynchronous transmission is reduced.

[0009] An embodiment of the utility model also discloses a vibration reduction structure of a transmission shaft system, wherein the shell includes a first half shell and a second half shell which are arranged opposite to each other and connected to each other by hollow cavities, the first electromagnetic component and the first coupling part are arranged in the first half shell, and the second electromagnetic component and the second coupling part are arranged in the second half shell.

[0010] Each of the first half shell and the second half shell includes a shell body and a cover plate, wherein the two shell bodies are cylindrical structures symmetrical to each other, and each cover plate is detachably connected to the distal end of the corresponding shell body.

[0011] Furthermore, the first electromagnetic assembly and the second electromagnetic assembly are symmetrically arranged relative to the docking positions of the first half shell and the second half shell.

[0012] By adopting the above technical solution, the first half shell and the second half shell are both composed of a shell body and a cover plate. During assembly, the first electromagnetic component and the second electromagnetic component are respectively installed from the far ends of the shell bodies of the first half shell and the second half shell, and then the cover plate is assembled with the corresponding shell body, which has the advantage of easy assembly.

[0013] The embodiment of the utility model further discloses a vibration reduction structure of a transmission shaft system, wherein each of the first combining portion and the second combining portion is configured as a coaxial disc-shaped structure of a shaft end.

[0014] Furthermore, the first combining portion and the second combining portion are respectively arranged at the ends where the first half shell and the second half shell are connected to each other, and a transmission cavity is formed by the relative end walls of the first combining portion and the second combining portion and the inner side wall of the shell body at the ends where the first half shell and the second half shell are connected to each other.

[0015] By adopting the above technical solution, each of the first joint part and the second joint part is set as a coaxial disc-shaped structure at the end of the shaft, ensuring that the driving shaft and the driven shaft have a very small rotation amplitude during the rotation process, so that the energy loss of the transmission is reduced, and the noise generated during the rotation process can also be reduced, and the service life of the rotating body can be guaranteed. In addition, since the first joint part and the second joint part are respectively arranged at the ends where the first half shell and the second half shell are connected to each other, the relative end walls of the first joint part and the second joint part, and the inner wall surface of the shell body at the ends where the first half shell and the second half shell are connected to each other are cleverly used to enclose a transmission cavity filled with magnetorheological fluid. The first joint part and the second joint part not only transmit through the magnetorheological fluid, but also can prevent the magnetorheological fluid from leaking out.

[0016] The embodiment of the utility model also discloses a vibration reduction structure of a transmission shaft system, wherein engagement protrusions are provided on opposite end surfaces of the first coupling part and the second coupling part, and the transmission component is respectively engaged with the opposite end surfaces of the first coupling part and the second coupling part through the engagement protrusions.

[0017] By adopting the above technical solution, the transmission efficiency between the first and second combining parts and the magnetorheological fluid is increased by providing engaging protrusions on the opposite end surfaces of the first combining part and the second combining part.

[0018] An embodiment of the utility model also discloses a vibration damping structure of a transmission shaft system, the vibration damping structure also includes a first support member and a second support member, the first support member is arranged in the first half shell, and the free end of the driving shaft is rotatably supported on the first support member and extends out of the cover plate of the first half shell; the second support member is arranged in the second half shell, and the free end of the driven shaft is rotatably mounted on the second support member and extends out of the cover plate of the second half shell.

[0019] In addition, a first fixing portion corresponding to the first support member is also provided in the first half shell, and the first fixing portion fixes the first support member to the inner side of the shell body of the first half shell; a second fixing portion corresponding to the second support member is also provided in the second half shell, and the second fixing portion fixes the second support member to the inner side of the shell body of the second half shell.

[0020] By adopting the above technical solution, the driving shaft is rotatably arranged in the first half shell through the first support member, and the driven shaft is rotatably arranged in the second half shell through the second support member, thereby ensuring the stability and correct position of the driving shaft and the driven shaft during rotation.

[0021] The embodiment of the utility model further discloses a vibration reduction structure of a transmission shaft system. Each of the first electromagnetic component and the second electromagnetic component comprises a bracket and an excitation coil wound around the outer circumference of the bracket.

[0022] Furthermore, the two brackets are respectively adapted and fixed in the shell bodies of the first half shell and the second half shell, wherein at least one axial side edge of each bracket is provided with a plurality of connecting protrusions along the circumferential direction, and a plurality of corresponding step portions are formed inside the corresponding shell body, and each connecting protrusion is fixedly connected to the corresponding step portion.

[0023] By adopting the above technical solution, the first electromagnetic component and the second electromagnetic component change the form of the magnetorheological fluid in the transmission cavity through the magnetic field generated by the energization of the excitation coil wound around the outer periphery of the bracket, thereby changing the damping force between the first joint and the second joint. Under the speed condition with a large amplitude of fluctuation of the speed of the active shaft, the asynchronous rotation between the active shaft and the driven shaft is increased, that is, the synchronization rate of the active shaft and the driven shaft is appropriately reduced, and the amplitude of the speed fluctuation of the driven shaft is reduced; under the speed condition with a small amplitude of fluctuation of the speed on the active side, the asynchronous rotation between the active shaft and the driven shaft is reduced as much as possible, that is, the synchronization rate between the active shaft and the driven shaft is appropriately increased to maximize the use of output energy. In this way, the vibration reduction requirements of the transmission shaft system under various working conditions are met, and the risk of vibration and regular knocking due to asynchronous transmission is reduced.

[0024] An embodiment of the utility model also discloses a vibration damping structure of a transmission shaft system, wherein a cover plate of each of the first half shell and the second half shell is provided with a plurality of mounting holes arranged at intervals along the circumferential direction, and a distal inner side wall of a shell body corresponding to the cover plate is provided with mounting portions corresponding to the plurality of mounting holes one by one; the plurality of mounting holes of each cover plate are connected to the corresponding mounting portions inside the shell body through fasteners.

[0025] By adopting the above technical solution, the cover plates of the first half shell and the second half shell are fixedly connected to the mounting parts inside the shell body through a plurality of mounting holes, thereby ensuring stable assembly between the cover plates and the shell body.

[0026] An embodiment of the utility model also discloses a vibration damping structure of a transmission shaft system, wherein outer side walls of the ends of the first half shell and the second half shell where the two are butted against each other are respectively provided with a plurality of connection portions arranged at intervals along the circumferential direction, and each of the plurality of connection portions provided in the first half shell and the second half shell corresponds to each other one by one.

[0027] The ends of the first half shell and the second half shell that are butted against each other are fixedly connected via a plurality of connecting parts.

[0028] By adopting the above technical solution, the ends of the first half shell and the second half shell that are butted against each other are fixedly connected via a plurality of connecting parts, thereby ensuring stable assembly of the first half shell and the second half shell.

[0029] The embodiment of the utility model also discloses a vibration reduction structure of a transmission shaft system, which also includes a speed detection component and an electric drive component. The speed detection component is used to detect the speed difference between the driving shaft and the driven shaft, and the electric drive component is electrically connected to the first electromagnetic component and the second electromagnetic component.

[0030] By adopting the above technical scheme, since the vibration and abnormal noise generated by the transmission shaft system are different under different speeds and different load conditions, the speed difference between the driving shaft and the driven shaft can be detected by the speed detection component, and then the electric drive component adjusts the current delivered to the first electromagnetic component and the second electromagnetic component to change the shape of the magnetorheological fluid in the transmission cavity, that is, to change the damping force between the driving shaft and the driven shaft, so that the large speed fluctuation difference of the driving shaft is converted into a relatively stable speed fluctuation of the driven shaft, and then transmitted to the gearbox and the transmission shaft, etc., so as to minimize the risk of vibration and knocking abnormal noise generated by the transmission shaft system during the transmission process.

[0031] The embodiment of the utility model further discloses an automobile, comprising any one of the above-mentioned vibration reduction structures of the transmission shaft system.

[0032] By adopting the above technical solution, a vibration reduction structure of the transmission shaft system is arranged in the transmission system of the automobile. The vibration reduction structure realizes the rapid response capability of the magnetic field through the dual excitation current of the first electromagnetic component and the second electromagnetic component, thereby rapidly changing the form of the magnetorheological fluid in the transmission cavity, and then changing the damping force between the driving shaft and the driven shaft, so that the speed of the torque transfer between the driving shaft and the driven shaft is "asynchronous" and adjustable and controllable in real time, thereby reducing the vibration and noise in the transmission process and improving the transmission smoothness of the automobile.

[0033] The beneficial effects of the utility model are:

[0034] The utility model discloses a vibration reduction structure of a transmission shaft system, the transmission shaft system includes a housing, a driving shaft and a driven shaft arranged in the housing and opposite to each other. The vibration reduction structure includes a first electromagnetic component, a second electromagnetic component, and an intermediate transmission component arranged between the driving shaft and the driven shaft. The intermediate transmission component includes a first coupling portion at one end of the driving shaft close to the driven shaft, a second coupling portion at one end of the driven shaft close to the driving shaft, and a transmission portion arranged between the first coupling portion and the second coupling portion, the first coupling portion and the second coupling portion are arranged axially spaced from each other, and the circumferential edges of the two are abutted and adapted with the inner side wall surface of the corresponding position of the housing, the transmission portion includes a transmission cavity formed by the opposite ends of the first coupling portion and the second coupling portion and the inner side wall surface of the housing, and a transmission component arranged in the transmission cavity, and the transmission component can be respectively engaged with the opposite end surfaces of the first coupling portion and the second coupling portion. This vibration reduction structure can quickly change the state of the magnetorheological fluid between the first joint and the second joint through the first electromagnetic component and the second electromagnetic component on both sides, and change the damping force between the driving shaft and the driven shaft, so that the speed "asynchronous" of the torque transfer between the driving shaft and the driven shaft can be adjusted and controlled in real time, thereby meeting the vibration reduction requirements of the transmission shaft system under various working conditions and reducing abnormal noise caused by transmission asynchrony.

[0035] The utility model also discloses a car, which includes the above-mentioned vibration reduction structure of the transmission shaft system. Through the dual-excitation electromagnetic effect, the state of the magnetorheological fluid between the first joint part and the second joint part is rapidly changed, thereby changing the damping force between the first joint part and the second joint part, so that the rotation speed of the torque transfer between the driving shaft and the driven shaft is "asynchronous" and real-time adjustable and controllable, thereby reducing vibration and noise in the transmission process and improving the transmission smoothness of the car. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 A sectional view of the transmission shaft system vibration reduction structure provided by the embodiment of the utility model;

[0037] Figure 2 An exploded schematic diagram of the vibration reduction structure of the transmission shaft system provided in an embodiment of the utility model.

[0038] Description of reference numerals:

[0039] 10. Transmission shaft system;

[0040] 110, driving shaft; 120, driven shaft; 130, housing;

[0041] 131, first half shell; 132, second half shell;

[0042] 133, shell body; 134, cover plate; 135, first fixing part; 136, second fixing part;

[0043] 137. mounting portion; 138. connecting portion;

[0044] 20. Vibration reduction structure;

[0045] 210, first electromagnetic component; 220, second electromagnetic component;

[0046] 201, bracket; 202, connecting protrusion;

[0047] 230. Intermediate transmission parts;

[0048] 231, first joint part; 232, second joint part; 233, transmission part;

[0049] 234, transmission cavity; 235, transmission member;

[0050] 240. First support member; 250. Second support member. DETAILED DESCRIPTION

[0051] In order to make the purpose, technical solution and advantages of the present invention more clear, the implementation mode of the present invention will be further described in detail below with reference to the accompanying drawings.

[0052] In order to solve the technical problem that the vibration reduction components such as the rotational inertia or dual-mass flywheel commonly provided in the transmission system of the automobile in the prior art cannot meet the vibration reduction requirements under various working conditions, such as Figure 1 and Figure 2 As shown, the embodiment of the utility model discloses a vibration reduction structure 20 of a transmission shaft system, wherein the transmission shaft system 10 includes a housing 130, a driving shaft 110 and a driven shaft 120 which are arranged in the housing 130 and are opposite to each other. The vibration reduction structure 20 includes a first electromagnetic component 210 and a second electromagnetic component 220 which are arranged in the housing 130, and an intermediate transmission component 230 which is arranged between the driving shaft 110 and the driven shaft 120.

[0053] Specifically, the intermediate transmission component 230 includes a first coupling portion 231 at one end of the driving shaft 110 close to the driven shaft 120, a second coupling portion 232 at one end of the driven shaft 120 close to the driving shaft 110, and a transmission portion 233 arranged between the first coupling portion 231 and the second coupling portion 232; wherein the first coupling portion 231 and the second coupling portion 232 are arranged axially spaced from each other, and the circumferential edges of the two are abutted and adapted to the inner wall surface of the corresponding position of the shell 130; and the transmission portion 233 includes a transmission cavity 234 formed by the opposite ends of the first coupling portion 231 and the second coupling portion 232 and the inner wall surface of the shell 130, and a transmission component 235 arranged in the transmission cavity 234, and the transmission component 235 can be respectively engaged with the opposite end surfaces of the first coupling portion 231 and the second coupling portion 232.

[0054] More specifically, the first electromagnetic assembly 210 is disposed in the housing 130 at a side of the first joint portion 231 away from the second joint portion 232, and the second electromagnetic assembly 220 is disposed in the housing 130 at a side of the second joint portion 232 away from the first joint portion 231. In addition, the transmission member 235 is a magnetorheological fluid filled in the transmission cavity 234.

[0055] More specifically, the vibration reduction structure 20 of the transmission shaft system uses magnetorheological fluid as the working medium, and uses the unique rheological properties of the magnetorheological fluid to adjust the output torque or speed. The magnetorheological fluid is mainly composed of soft magnetic particles, a base carrier fluid, and additives wrapped on the surface of the soft magnetic particles. It has unique rheological properties. Under the action of an external magnetic field, the viscosity of the magnetorheological fluid will change from liquid to semi-solid at a response speed of milliseconds, and this change is reversible. Moreover, compared with setting a separate electromagnetic component, in the vibration reduction structure 20, the state of the magnetorheological fluid in the first joint part 231 and the second joint part 232 can be quickly changed through the first electromagnetic component 210 and the second electromagnetic component 220 on both sides, and the damping force between the driving shaft 110 and the driven shaft 120 is changed, so that in the speed condition where the speed fluctuation amplitude of the driving shaft 110 is large, the rotation asynchronism between the driving shaft 110 and the driven shaft 120 is increased, that is, the synchronization rate between the driving shaft 110 and the driven shaft 120 is appropriately reduced, and the speed fluctuation amplitude of the driven shaft 120 is reduced; in the speed condition where the speed fluctuation amplitude of the driving shaft 110 is small, the rotation asynchronism between the driving shaft 110 and the driven shaft 120 is reduced as much as possible, that is, the synchronization rate between the driving shaft 110 and the driven shaft 120 is appropriately increased, and the output energy is utilized to the maximum extent. Thereby, the vibration reduction requirements of the transmission shaft system 10 under various working conditions are met, and the abnormal noise caused by transmission asynchronism is reduced.

[0056] Furthermore, if Figure 1 As shown, an embodiment of the utility model further discloses a vibration reduction structure 20 of a transmission shaft system, wherein the housing 130 comprises a first half shell 131 and a second half shell 132 which are arranged opposite to each other and whose cavities are connected to each other, the first electromagnetic component 210 and the first coupling portion 231 are arranged in the first half shell 131, and the second electromagnetic component 220 and the second coupling portion 232 are arranged in the second half shell 132.

[0057] Specifically, each of the first half shell 131 and the second half shell 132 includes a shell body 133 and a cover plate 134 , wherein the two shell bodies 133 are cylindrical structures symmetrical to each other, and each cover plate 134 is detachably connected to the distal end of the corresponding shell body 133 .

[0058] It should be noted that, in this embodiment, the distal end of the shell body 133 refers to the end of the shell body 133 away from the transmission cavity 234. In addition, the cover plate 134 and the shell body 133 can be connected by screw connection, riveting, clamping or other commonly used detachable connection methods. Those skilled in the art can design according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0059] Furthermore, the first electromagnetic assembly 210 and the second electromagnetic assembly 220 are symmetrically arranged relative to the docking positions of the first half shell 131 and the second half shell 132 .

[0060] More specifically, the first half shell 131 and the second half shell 132 are both composed of a shell body 133 and a cover plate 134. During assembly, the first electromagnetic component 210 and the second electromagnetic component 220 are first installed from the far ends of the shell bodies 133 of the first half shell 131 and the second half shell 132, respectively, and then the cover plate 134 is assembled with the corresponding shell body 133, which has the advantage of easy assembly.

[0061] Furthermore, if Figure 2 As shown, the embodiment of the utility model further discloses a vibration reduction structure 20 of a transmission shaft system, wherein each of the first coupling portion 231 and the second coupling portion 232 is configured as a coaxial disc-shaped structure at the shaft end.

[0062] Furthermore, the first combining portion 231 and the second combining portion 232 are respectively arranged at the ends where the first half shell 131 and the second half shell 132 are connected to each other, and a transmission cavity 234 is formed by the relative end walls of the first combining portion 231 and the second combining portion 232, and the inner wall surface of the shell body 133 at the end where the first half shell 131 and the second half shell 132 are connected to each other.

[0063] Specifically, each of the first joint part 231 and the second joint part 232 is configured as a coaxial disc-shaped structure at the end of the shaft, ensuring that the driving shaft 110 and the driven shaft 120 have a small rotation amplitude during the rotation process, reducing the energy loss of the transmission, and reducing the noise generated during the rotation process, and also ensuring the service life of the rotating body. In addition, since the first joint part 231 and the second joint part 232 are respectively arranged at the ends of the first half shell 131 and the second half shell 132 that are connected to each other, the relative end walls of the first joint part 231 and the second joint part 232, and the inner wall surface of the shell body 133 at the end of the first half shell 131 and the second half shell 132 that are connected to each other are cleverly used to enclose the transmission cavity 234 filled with magnetorheological fluid, the first joint part 231 and the second joint part 232 not only transmit through the magnetorheological fluid, but also can prevent the magnetorheological fluid from leaking out.

[0064] Furthermore, the embodiment of the utility model also discloses a vibration reduction structure 20 of a transmission shaft system, and engaging protrusions (not shown in the figure) are provided on the opposite end surfaces of the first and second engaging parts 231 and 232, and the transmission member 235 is respectively engaged with the opposite end surfaces of the first and second engaging parts 231 and 232 through the engaging protrusions. It should be noted that the engaging protrusions can be provided as strip-shaped protrusions extending radially in the circumferential direction on the opposite end surfaces of the first and second engaging parts 231 and 232. Of course, the specific structure of the engaging protrusions is not limited to the above-mentioned shapes, and those skilled in the art can design them according to actual conditions and specific needs, and this embodiment does not make specific limitations on this.

[0065] Specifically, by providing engagement protrusions on the opposite end surfaces of the first combining portion 231 and the second combining portion 232 , the transmission efficiency between the first combining portion 231 and the second combining portion 232 and the magnetorheological fluid is increased.

[0066] Furthermore, if Figure 1 and Figure 2 As shown, the embodiment of the utility model also discloses a vibration reduction structure 20 of a transmission shaft system, and the vibration reduction structure 20 also includes a first support member 240 and a second support member 250. The first support member 240 is arranged in the first half shell 131, and the free end of the driving shaft 110 is rotatably supported on the first support member 240 and extends out of the cover plate 134 of the first half shell 131; the second support member 250 is arranged in the second half shell 132, and the free end of the driven shaft 120 is rotatably sleeved on the second support member 250 and extends out of the cover plate 134 of the second half shell 132. It should be noted that the first support member 240 and the second support member 250 can be ball bearings, cylindrical roller bearings, tapered roller bearings or other support bearings commonly used in the art, and those skilled in the art can design them according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0067] Furthermore, a first fixing portion 135 corresponding to the first support member 240 is also provided in the first half shell 131, and the first fixing portion 135 fixes and connects the first support member 240 to the inner side of the shell body 133 of the first half shell 131; a second fixing portion 136 corresponding to the second support member 250 is also provided in the second half shell 132, and the second fixing portion 136 fixes and connects the second support member 250 to the inner side of the shell body 133 of the second half shell 132. The first fixing portion 135 is provided inside the shell body 133 of the first half shell 131, and has an extended wall with a support hole at the center thereof adapted to the first support member 240, and the second fixing portion 136 is provided inside the shell body 133 of the second half shell 132, and has an extended wall with a support hole at the center thereof adapted to the second support member 250.

[0068] Specifically, the driving shaft 110 is rotatably disposed in the first half shell 131 through the first support member 240, and the driven shaft 120 is rotatably disposed in the second half shell 132 through the second support member 250, thereby ensuring the stability and correct position of the driving shaft 110 and the driven shaft 120 during rotation.

[0069] Furthermore, if Figure 1 and Figure 2 As shown, the embodiment of the utility model further discloses a vibration reduction structure 20 of a transmission shaft system, wherein each of the first electromagnetic assembly 210 and the second electromagnetic assembly 220 includes a bracket 201 and an excitation coil wound around the outer circumference of the bracket 201 .

[0070] Furthermore, the two brackets 201 are respectively adapted and fixed in the shell body 133 of the first half shell 131 and the second half shell 132. Among them, at least one axial side edge of each bracket 201 is provided with a plurality of connecting protrusions 202 along the circumferential direction, and a plurality of corresponding step portions are formed on the inner side of the corresponding shell body 133, and each connecting protrusion 202 is fixedly connected to the corresponding step portion. It should be noted that the axial side edge of each bracket 201 can be provided with two, three, four, five or other numbers of connecting protrusions 202 along the circumferential direction, and those skilled in the art can design it according to the actual situation and specific needs, and this embodiment does not make specific limitations on this.

[0071] Specifically, the first electromagnetic assembly 210 and the second electromagnetic assembly 220 change the form of the magnetorheological fluid in the transmission cavity 234 by energizing the excitation coil wound around the outer periphery of the bracket 201, thereby changing the damping force between the first joint 231 and the second joint 232. When the speed fluctuation amplitude of the driving shaft 110 is large, the asynchronous rotation between the driving shaft 110 and the driven shaft 120 is increased, that is, the synchronization rate between the driving shaft 110 and the driven shaft 120 is appropriately reduced, and the speed fluctuation amplitude of the driven shaft 120 is reduced; when the speed fluctuation amplitude of the driving shaft 110 is small, the asynchronous rotation between the driving shaft 110 and the driven shaft 120 is reduced, that is, the synchronization rate between the driving shaft 110 and the driven shaft 120 is appropriately increased, and the power is transmitted to the maximum extent. In this way, the vibration reduction requirements of the transmission shaft system 10 under various working conditions are met, and the risk of vibration and regular knocking of the transmission shaft system 10 due to asynchronous transmission is reduced.

[0072] Furthermore, if Figure 1 and Figure 2As shown, the embodiment of the utility model also discloses a vibration reduction structure 20 of a transmission shaft system, and a plurality of mounting holes arranged at intervals along the circumferential direction are provided on the cover plate 134 of each of the first half shell 131 and the second half shell 132, and a mounting portion 137 corresponding to the plurality of mounting holes is provided on the inner side wall of the distal end of the shell body 133 corresponding to the cover plate 134; the plurality of mounting holes of each cover plate 134 are connected to the mounting portion 137 inside the corresponding shell body 133 through fasteners. It should be noted that two, three, four or other number of mounting holes can be provided at intervals along the circumferential direction on the cover plate 134 of each of the first half shell 131 and the second half shell 132, and those skilled in the art can design according to actual conditions and specific needs, and this embodiment does not specifically limit this.

[0073] Specifically, the cover plates 134 of the first half shell 131 and the second half shell 132 are fixedly connected to the mounting portion 137 inside the shell body 133 through a plurality of mounting holes, thereby ensuring stable assembly between the cover plates 134 and the shell body 133 .

[0074] Furthermore, the embodiment of the utility model also discloses a vibration reduction structure 20 of a transmission shaft system, wherein the outer side walls of the ends of the first half shell 131 and the second half shell 132 that are butted against each other are respectively provided with a plurality of connection parts 138 spaced apart along the circumferential direction, and each of the plurality of connection parts 138 provided in the first half shell 131 and the second half shell 132 corresponds to each other one by one. Among them, those skilled in the art can design the specific number of the connection parts 138 according to the actual situation and specific requirements, and this embodiment does not specifically limit this.

[0075] Specifically, the ends of the first half shell 131 and the second half shell 132 that are butted against each other are fixedly connected by a plurality of connecting parts 138 .

[0076] More specifically, the ends of the first half shell 131 and the second half shell 132 that are butted against each other are fixedly connected via a plurality of connecting portions 138 , thereby ensuring stable assembly of the first half shell 131 and the second half shell 132 .

[0077] Furthermore, an embodiment of the utility model also discloses a vibration damping structure 20 of a transmission shaft system, and the vibration damping structure 20 also includes a speed detection component (not shown in the figure) and an electric drive component (not shown in the figure), the speed detection component is used to detect the speed difference between the driving shaft 110 and the driven shaft 120, and the electric drive component is electrically connected to the first electromagnetic component 210 and the second electromagnetic component 220.

[0078] Specifically, the electric drive component can be a current generator commonly used in the field. The electric drive component can adjust the current delivered to the first electromagnetic component 210 and / or the second electromagnetic component, and then adjust the magnetic field generated by the excitation coils of the first electromagnetic component 210 and the second electromagnetic component 220, so that the shape of the magnetorheological fluid in the transmission cavity 234 changes, thereby changing the damping force between the first joint 231 and the second joint 232.

[0079] More specifically, the speed detection component may be a first speed sensor and a second speed sensor which are separately arranged, wherein the first speed sensor is used to detect the speed of the driving shaft 110, and the second speed sensor is used to detect the speed of the driven shaft 120, and then the corresponding speed difference is obtained through the speeds of the two. Each speed sensor may adopt a capacitive speed sensor or a variable reluctance speed sensor commonly used in the art. Of course, in another embodiment, the speed detection component may also be provided with a light patch on any one of the driving shaft 110 and the driven shaft 120, and an infrared sensor on the other, and the speed difference between the driving shaft 110 and the driven shaft 120 may be directly measured by a flash frequency measurement method.

[0080] More specifically, the speed difference between the driving shaft 110 and the driven shaft 120 can be detected by the speed detection component, and then the electric drive component adjusts the current delivered to the first electromagnetic component 210 and the second electromagnetic component 220, so that the shape of the magnetorheological fluid in the transmission cavity 234 changes, that is, the damping force between the driving shaft 110 and the driven shaft 120 is changed, so that the speed difference between the driving shaft 110 and the driven shaft 120 is maintained within a small range (for example, the speed difference between the driving shaft 110 and the driven shaft 120 is within 800 rpm), thereby minimizing the vibration and abnormal noise of the transmission shaft system 10 during the transmission process.

[0081] In this embodiment, when the vibration reduction structure 20 is in use, the speed detection component collects the speed signals of the driving shaft 110 and the driven shaft 120 respectively, wherein the speed signal of the driving shaft 110 can extract the phase of the speed fluctuation of the driving shaft 110, and the excitation current phase of the anti-phase signal is generated according to the principle of phase cancellation, and the amplitude of the speed signal of the driven shaft 120 determines the amplitude of the excitation current; according to the determined current parameters, the current delivered by the current generator to the first electromagnetic component 210 and the second electromagnetic component 220 is changed to change the strength and change rate of the magnetic field, thereby changing the viscosity of the magnetorheological fluid, That is, the damping force between the driving shaft 110 and the driven shaft 120 is changed, so that in the speed condition where the speed fluctuation amplitude of the driving shaft 110 is large, the rotation asynchronism (that is, the speed difference) between the driving shaft 110 and the driven shaft 120 is increased, that is, the synchronization rate between the driving shaft 110 and the driven shaft 120 is appropriately reduced, and the speed fluctuation amplitude of the driven shaft 120 is reduced; in the speed condition where the speed fluctuation amplitude of the driving shaft 110 is small, the rotation asynchronism between the driving shaft 110 and the driven shaft 120 is reduced as much as possible, that is, the synchronization rate between the driving shaft 110 and the driven shaft 120 is appropriately increased, so as to maximize the use of output energy.

[0082] Specifically, after the first electromagnetic component 210 and the second electromagnetic component 220 are energized, the magnetorheological fluid in the transmission cavity 234 solidifies and becomes a viscous liquid with high damping characteristics, forming a large shear yield stress, and the driving shaft 110 and the driven shaft 120 begin to rotate together. When the magnitude of the excitation current is different, the slip between the driving shaft 110 and the driven shaft 120 (it should be noted that the slip is the ratio of the speed difference between the rotational speed of the driving shaft 110 and the rotational speed of the driven shaft 120 to the rotational speed of the driving shaft 110) is different. The extreme cases are: when the current is 0 mA, the driving shaft 110 rotates, the driven shaft 120 is close to stationary, and the slip is 100%; or when the current reaches a certain specific value, the driving shaft 110 and the driven shaft 120 are close to a rigid connection, and the slip is 0.

[0083] More specifically, for the conditions where vibration and abnormal noise occur during the transmission of the driving shaft 110 and the driven shaft 120, the speed fluctuation limit of the transmission shaft system 10 and the current MAP diagram of the excitation (the field diagram composed of the current amplitude and phase and other parameters of the first electromagnetic component and the second electromagnetic component under different speeds and different load conditions of the transmission shaft system) can be calibrated in advance under the premise that the NVH performance is acceptable under different speeds and different load conditions. When adjusting the speed of the transmission shaft system 10, the feedback of the speed signal of the driving shaft 110 and the speed signal of the driven shaft 120 is used to make real-time fine adjustments based on the current MAP diagram, which greatly improves the control accuracy and shortens the response time. The current MAP diagram can also be updated through the current history data over a period of time.

[0084] Furthermore, in this embodiment, a seal is provided between the ends of the first half shell 131 and the second half shell 132 that are butted against each other. It should be noted that the seal may be a gasket, a washer or other commonly used sealing parts in the art, and those skilled in the art may design it according to actual conditions and specific requirements, and this embodiment does not specifically limit this.

[0085] Specifically, by setting a seal between the ends of the first half shell 131 and the second half shell 132 where they are connected to each other, the magnetorheological fluid in the transmission cavity 234 can be prevented from leaking out. At the same time, external impurities can be prevented from entering the transmission cavity 234 from the ends where the first half shell 131 and the second half shell 132 are connected to each other.

[0086] The embodiment of the utility model further discloses an automobile, comprising any one of the above-mentioned vibration reduction structures 20 of the transmission shaft system.

[0087] Specifically, the transmission system of the automobile is provided with the vibration reduction structure 20 of the transmission shaft system. The vibration reduction structure 20 realizes the rapid response capability of the magnetic field through the dual excitation current of the first electromagnetic component 210 and the second electromagnetic component 220, thereby quickly changing the form of the magnetorheological fluid in the transmission cavity 234, and then changing the damping force between the driving shaft 110 and the driven shaft 120, so that the speed "asynchronous" of the torque transfer between the driving shaft 110 and the driven shaft 120 is adjustable and controllable in real time, so that the large speed fluctuation difference of the driving shaft 110 is converted into a relatively stable speed fluctuation of the driven shaft 120, and then transmitted to the gearbox and the transmission shaft, etc., so as to reduce the vibration and knocking noise risks of the transmission shaft 10 during the transmission process as much as possible, and improve the transmission smoothness of the automobile.

[0088] More specifically, in one embodiment, the automobile may be driven by hybrid power. When the power needs to be cut off when switching between different driving sources, the current of the first electromagnetic component 210 and the second electromagnetic component 220 may be controlled to be zero. At this time, the damping force of the magnetorheological fluid in the transmission cavity 234 is small, and the driving shaft 110 is insufficient to drive the driven shaft 120 to rotate. The power transmission between the driving shaft 110 and the driven shaft 120 is blocked, and then the power source is switched.

[0089] It should be noted that, in addition to the implementation methods of the utility model described in the above-mentioned specific specific embodiments, those skilled in the art can easily understand other advantages and functions of the utility model from the contents disclosed in this specification. Although the description of the utility model is introduced in conjunction with the preferred embodiment, this does not mean that the features of this utility model are limited to this implementation method. On the contrary, the purpose of introducing the utility model in conjunction with the implementation method is to cover other options or modifications that may be extended based on the claims of the utility model. In order to provide an in-depth understanding of the utility model, the above description contains many specific details, and the utility model can also be implemented without using these details. In addition, in order to avoid confusion or blurring the focus of the utility model, some specific details will be omitted in the description. It should be noted that, in the absence of conflict, the embodiments in the utility model and the features in the embodiments can be combined with each other.

[0090] It should be noted that in this specification, similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings.

[0091] In the description of this embodiment, it should be noted that the terms "upper", "lower", "inner", "bottom", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the utility model product is usually placed when in use. They are only for the convenience of describing the utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the utility model.

[0092] The terms “first”, “second”, etc. are only used for distinguishing descriptions and should not be understood as indicating or implying relative importance.

[0093] In the description of this embodiment, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this embodiment can be understood according to specific circumstances.

[0094] Although the present invention has been illustrated and described with reference to certain preferred embodiments of the present invention, it should be understood by those skilled in the art that the above contents are further detailed descriptions of the present invention in combination with specific embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. Those skilled in the art may make various changes in form and details, including making several simple deductions or substitutions, without departing from the spirit and scope of the present invention.

Claims

1. A vibration reduction structure of a transmission shaft system, the transmission shaft system comprising a housing, a driving shaft and a driven shaft disposed in the housing and opposite to each other; characterized in that: The vibration reduction structure includes a first electromagnetic component and a second electromagnetic component arranged in the housing, and an intermediate transmission component arranged between the driving shaft and the driven shaft; in The intermediate transmission component comprises a first coupling portion of one end of the driving shaft close to the driven shaft, a second coupling portion of one end of the driven shaft close to the driving shaft, and a transmission portion arranged between the first coupling portion and the second coupling portion; wherein the first coupling portion and the second coupling portion are arranged spaced apart from each other along the axial direction, and the circumferential edges of the first coupling portion and the second coupling portion are abutted and adapted with the inner side wall surface of the corresponding position of the housing; and the transmission portion comprises a transmission cavity formed by the opposite ends of the first coupling portion and the second coupling portion and the inner side wall surface of the housing, and a transmission component arranged in the transmission cavity, and the transmission component can be engaged with the opposite end surfaces of the first coupling portion and the second coupling portion respectively; The first electromagnetic component is disposed in the housing at a side of the first combining portion away from the second combining portion, and the second electromagnetic component is disposed in the housing at a side of the second combining portion away from the first combining portion; and The transmission component is a magnetorheological fluid filled in the transmission cavity.

2. The vibration reduction structure of the transmission shaft system according to claim 1, characterized in that: The shell comprises a first half shell and a second half shell which are arranged opposite to each other and whose cavities are butted against each other, the first electromagnetic component and the first combining portion are arranged in the first half shell, and the second electromagnetic component and the second combining portion are arranged in the second half shell; wherein, Each of the first half shell and the second half shell comprises a shell body and a cover plate, wherein the two shell bodies are symmetrical cylindrical structures, and each cover plate is detachably connected to the distal end of the corresponding shell body; and The first electromagnetic assembly and the second electromagnetic assembly are symmetrically arranged relative to the docking positions of the first half shell and the second half shell.

3. The vibration reduction structure of the transmission shaft system according to claim 2, characterized in that: Each of the first combining portion and the second combining portion is configured as a coaxial disc-shaped structure at an axial end; and The first combining portion and the second combining portion are respectively arranged at the ends where the first half shell and the second half shell are connected to each other, and the transmission cavity is formed by the relative end walls of the first combining portion and the second combining portion, and the inner side wall of the shell body at the ends where the first half shell and the second half shell are connected to each other.

4. The vibration reduction structure of the transmission shaft system according to claim 3, characterized in that: The first and second coupling parts are both provided with engaging protrusions on their opposite end surfaces, and the transmission member is respectively engaged with the first and second coupling parts on their opposite end surfaces through the engaging protrusions.

5. The vibration reduction structure of the transmission shaft system according to claim 4, characterized in that: The vibration reduction structure further includes a first support member and a second support member, wherein the first support member is disposed in the first half shell, and the free end of the driving shaft is rotatably supported on the first support member and extends out of the cover plate of the first half shell; the second support member is disposed in the second half shell, and the free end of the driven shaft is rotatably sleeved on the second support member and extends out of the cover plate of the second half shell; and A first fixing portion corresponding to the first support member is also provided in the first half shell, and the first fixing portion fixes the first support member to the inner side of the shell body of the first half shell; a second fixing portion corresponding to the second support member is also provided in the second half shell, and the second fixing portion fixes the second support member to the inner side of the shell body of the second half shell.

6. The vibration reduction structure of the transmission shaft system according to any one of claims 2 to 5, characterized in that: Each of the first electromagnetic assembly and the second electromagnetic assembly includes a bracket and an excitation coil wound around the outer circumference of the bracket; and The two brackets are respectively adapted to be fixed in the shell bodies of the first half shell and the second half shell; wherein At least one axial side edge of each bracket is provided with a plurality of connecting protrusions along the circumferential direction, and a plurality of corresponding step portions are formed on the inner side of the corresponding shell body, and each connecting protrusion is fixedly connected to the corresponding step portion.

7. The vibration reduction structure of the transmission shaft system according to claim 6, characterized in that: The cover plate of each of the first half shell and the second half shell is provided with a plurality of mounting holes arranged at intervals along the circumferential direction, and the distal inner side wall of the shell body corresponding to the cover plate is provided with mounting portions corresponding one by one to the plurality of mounting holes; the plurality of mounting holes of each cover plate are connected to the corresponding mounting portions inside the shell body through fasteners.

8. The vibration reduction structure of the transmission shaft system according to claim 7, characterized in that: The outer side walls of the ends of the first half shell and the second half shell where they butt against each other are respectively provided with a plurality of connection parts spaced apart in the circumferential direction, and the plurality of connection parts provided in each of the first half shell and the second half shell correspond to each other one by one; The ends of the first half shell and the second half shell that are butted against each other are fixedly connected by the plurality of connection parts.

9. The vibration reduction structure of the transmission shaft system according to claim 1, characterized in that: The vibration reduction structure further includes a rotation speed detection component and an electric drive component. The rotation speed detection component is used to detect the rotation speed difference between the driving shaft and the driven shaft. The electric drive component is electrically connected to the first electromagnetic assembly and the second electromagnetic assembly.

10. An automobile, characterized in that: A vibration reduction structure comprising a transmission shaft system as described in any one of claims 1 to 9.

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