Transmission shaft torsion damper

Abstract

The utility model discloses a transmission shaft torsion shock absorber, which comprises a shock absorber body and a transmission body which are connected with each other, the shock absorber body comprises an inner framework, and the inner framework comprises a connecting surface I and an outer wall surface wound on the periphery of the connecting surface I; the elastic body is arranged on the outer wall surface; the outer ring body is arranged on the elastic body; the transmission body comprises a connecting seat, a straight connecting surface II is arranged on one side of the connecting seat, and a connecting ring is convexly arranged on the connecting surface II; wherein a first open hole is formed in the first connecting face, a connecting ring is inserted into the first open hole, and the outer wall of the connecting ring is in contact fit with the inner wall of the first open hole. The concave-convex structure is adopted for achieving positioning connection of the shock absorber body, the transmission body and the connecting flange, the coaxiality of connection among the shock absorber body, the transmission body and the connecting flange is effectively guaranteed, vibration abnormal sound caused by eccentric assembly of a transmission shaft is improved, and the NVH performance of a vehicle is effectively improved.

Description

Technical Field

[0001] The utility model relates to the technical field of automobile accessories, in particular to a transmission shaft torsional damper for an automobile. Background Art

[0002] The current automobile shock absorbers are suitable for rear-wheel drive and four-wheel drive; they are installed between the rear axle and the drive shaft. The torsional vibration of the drive shaft and the rear axle is one of the important factors causing vehicle resonance. Adding a torsional vibration damper to the drive shaft can improve the torsional vibration of the transmission system, which is beneficial to improving the NVH performance of the vehicle.

[0003] With the continuous improvement of consumption level, more people choose to buy high-end rear-wheel / four-wheel drive. The requirements for the ride comfort of the vehicle and the comfort of the driver and passengers are getting higher and higher. Vibration and noise can easily make the driver tired and affect the driving safety of the vehicle. The torsional vibration damper can reduce the natural frequency of the torsional vibration of the transmission system, suppress the corresponding amplitude of the resonance, and eliminate the idle noise of the transmission. For example, the torsional vibration damper disclosed in patent publication number CN107606053A includes a tubular skeleton, a damping shaft core arranged inside the tubular skeleton, and the torsional vibration damper also includes a plurality of elastic parts connected between the tubular skeleton and the damping shaft core. The plurality of elastic parts are arranged at intervals along the outer surface of the damping shaft core, and the axial projections of the plurality of elastic parts at the ends of the torsional vibration damper are arranged at intervals along the circumferential direction. This type of shock absorber is prone to vibration and abnormal noise due to assembly eccentricity during installation and use, resulting in frequent vibration and noise. Therefore, it is necessary to solve the vibration and noise problems of the whole vehicle without changing the original transmission system structure. Utility Model Content

[0004] The utility model aims to avoid the deficiencies in the prior art and provides a transmission shaft torsion damper which can avoid vibration and abnormal noise.

[0005] The utility model solves the technical problem by adopting the following technical solution: a transmission shaft torsional damper, comprising a damper body and a transmission body connected, the damper body comprising:

[0006] An inner frame, the inner frame comprising a connecting surface and an outer wall surface arranged around the connecting surface;

[0007] An elastic body disposed on the outer wall surface;

[0008] An outer ring body disposed on the elastic body;

[0009] The transmission body comprises a connecting seat, one side of the connecting seat has a straight connecting surface 2, and a connecting ring is protruding from the connecting surface 2;

[0010] Wherein, a first opening is provided on the first connecting surface, and the first opening is for inserting a connecting ring, and the outer wall of the connecting ring contacts and cooperates with the inner wall of the first opening.

[0011] In several embodiments, the transmission body further includes a connecting flange, and the connecting flange and the connecting seat are respectively arranged on opposite sides of the first connecting surface.

[0012] In several embodiments, one end of the connecting flange facing the connecting surface has an inward depression and forms a connecting groove, and the connecting groove is for the connecting ring to be inserted.

[0013] In several embodiments, a locking member is inserted into the connection seat, and the locking member is configured to continue to pass through the connection surface 1 and the connection flange.

[0014] In several embodiments, the connection socket is connected to a universal joint.

[0015] In some embodiments, there is a gap between the connecting ring and the groove bottom of the connecting groove.

[0016] In several embodiments, the inner diameter of the connecting groove is consistent with the inner diameter of the first opening.

[0017] The beneficial effects of the utility model are:

[0018] 1. The utility model adopts a concave-convex structure to realize the positioning connection between the shock absorber body, the transmission body and the connecting flange, effectively ensuring the coaxiality of the connection between the shock absorber body, the transmission body and the connecting flange, ensuring that they are on the same axis during assembly and use, improving the vibration and abnormal noise caused by the eccentricity of the transmission shaft assembly, and effectively improving the NVH performance of the vehicle.

[0019] 2. The utility model can realize assembly positioning through the concave-convex connection structure, improve the efficiency of assembly and disassembly and reduce the difficulty. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The drawings described herein are for illustrative purposes only of selected embodiments and do not represent all possible implementations, and should not be considered to limit the scope of the present invention.

[0021] Figure 1 The overall structure of the transmission shaft torsional vibration damper in this embodiment is schematically shown;

[0022] Figure 2 Schematically shows Figure 1 Partially exploded structures;

[0023] Figure 3 Schematically shows Figure 2 A structure in another perspective;

[0024] Figure 4 Schematically shows Figure 1 Partial cross-sectional structure;

[0025] Figure 5 Schematically shows Figure 1 The cross-sectional structure of the shock absorber body;

[0026] Figure 6 Schematically shows Figure 4 A cross-sectional enlarged structure of the connection position between the shock absorber body, the transmission body and the connecting flange. DETAILED DESCRIPTION

[0027] Below, embodiments of the present invention are described in detail with reference to the accompanying drawings. To make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all of the embodiments.

[0028] Therefore, the following detailed description of the embodiments of the present invention provided in conjunction with the accompanying drawings is not intended to limit the scope of the present invention for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without making creative work are within the scope of protection of the present invention.

[0029] The drive shaft torsional damper in this embodiment needs to be designed with a bushing that can be replaced, adjusted, and optimized in four directions to meet the customer's vehicle installation and performance requirements to meet the performance requirements of different road tests. The existing process can meet the production and processing, and the existing production process and skeleton structure can meet the manufacturing. To meet the above requirements, the utility model proposes a new bushing structure that is convenient for adjusting performance.

[0030] like Figure 1-Figure 3 As shown, the transmission shaft torsional damper structure in this embodiment is mainly composed of a damper body 10, a transmission body 20 and a connecting flange 30, which are combined between the rear axle and the transmission shaft to achieve vibration reduction and noise reduction.

[0031] Combination Figure 4-Figure 6As shown, specifically, the shock absorber body 10 includes an inner skeleton 11, an elastomer 113 and an outer ring body 114. The inner skeleton 11 includes a connecting surface 111 and an outer wall surface 112 arranged around the connecting surface. The elastomer 113 is arranged on the outer wall surface 112, and the outer ring body 114 is arranged on the elastomer 113. The three are coaxially arranged. The elastomer 113 is a rubber structure, which is connected between the inner skeleton 11 and the outer ring body 114 through high-temperature vulcanization of a mold. After vulcanization, it has high elasticity and adhesion, and can meet the stiffness and strength in different directions.

[0032] A first opening 101 is provided at the center of the first connecting surface 111 , and the first opening 101 and the first connecting surface 111 are co-centered.

[0033] Here, the rubber body adopts the heat-resistant material EPDM, which effectively improves the resonance heating and avoids the failure of the rubber body due to the increase of the temperature of the rubber body.

[0034] In addition, the transmission body 20 includes a connecting seat 21, and one side of the connecting seat 21 has a flat connecting surface 211. A connecting ring 212 is protruded on the connecting surface 211, and the first opening 101 is for the connecting ring 212 to be inserted. The outer wall of the connecting ring 212 contacts and cooperates with the inner wall of the first opening 101 to achieve a concave-convex connection.

[0035] At the same time, the middle position of the second connecting surface 211 is recessed inwards, and the recessed position is surrounded by the connecting ring 212 and corresponds to the position of the first opening 101 .

[0036] Here, the connection seat 21 is connected to the universal joint 22 , and is connected to the transmission shaft via the universal joint 22 .

[0037] Furthermore, the connecting flange 30 and the connecting seat 21 are respectively arranged on opposite sides of the connecting surface 111, and are connected to the rear axle through the connecting flange 30. The end of the connecting flange 30 facing the connecting surface 111 has an inward recess and forms a connecting groove 31, and the connecting groove 31 is for the connecting ring 212 to be inserted. The inner diameter of the connecting groove 31 is consistent with the inner diameter of the first opening 101, and there is a spacing between the connecting ring 212 and the bottom of the connecting groove 31.

[0038] At the same time, a locking piece 40 is inserted into the connecting seat 21, and specifically, a locking piece 40 is provided at each of the four corners of the connecting surface 211. The locking piece 40 is a bolt structure, and the locking piece 40 is configured to continue to pass through the connecting surface 111 and the connecting flange 30, thereby locking and connecting the three through the locking piece 40.

[0039] The utility model realizes the positioning and plug-in matching of the concave and convex structures through the structure of the first opening 101, the connecting groove 31 and the connecting ring 212, which can improve the assembly efficiency and accuracy and reduce the difficulty of installation. After being locked by the locking piece 40, the three can be ensured to be coaxial to avoid vibration and abnormal noise.

[0040] All the methods described herein can be performed in any suitable order. Any and all examples used, or exemplary language provided herein (such as "for example") are merely to better illustrate the present invention, and are not intended to limit the scope of the present invention, unless the claims are included. The language in the detailed description should not be understood as indicating any essential factors for practicing the present invention that are not claimed.

[0041] The present invention describes preferred embodiments, including the best way to carry out the present invention known to the inventor. Of course, variations of these preferred embodiments will be apparent to those skilled in the art. The inventors anticipate that skilled artisans may use such variations as appropriate, and the inventors point out that the present invention may be implemented in other ways than those specifically described herein. Therefore, the present invention includes all improvements included in the spirit and scope of the present invention as defined by the claims. Moreover, unless otherwise stated or clearly contradictory in content, the present invention includes any of the above factors and all possible variations thereof.

Claims

1. A transmission shaft torsional damper, comprising a damper body (10) and a transmission body (20) connected to each other, characterized in that: The shock absorber body (10) comprises: An inner frame (11), the inner frame (11) comprising a connecting surface (111) and an outer wall surface (112) arranged around the connecting surface; An elastic body (113) disposed on the outer wall surface (112); An outer ring body (114) disposed on the elastic body (113); The transmission body (20) comprises a connection seat (21), one side of the connection seat (21) has a second flat connection surface (211), and a connection ring (212) is protruding from the second connection surface (211); Wherein, a first opening (101) is provided on the first connecting surface (111), and the first opening (101) is for inserting a connecting ring (212), and the outer wall of the connecting ring (212) is in contact with and fits with the inner wall of the first opening (101).

2. A transmission shaft torsional vibration damper according to claim 1, characterized in that: It also includes a connecting flange (30), wherein the connecting flange (30) and the connecting seat (21) are respectively arranged on two opposite sides of the connecting surface 1 (111).

3. A transmission shaft torsional vibration damper according to claim 2, characterized in that: One end of the connecting flange (30) facing the connecting surface (111) is inwardly recessed to form a connecting groove (31), and the connecting groove (31) is for the connecting ring (212) to be inserted.

4. A transmission shaft torsional vibration damper according to claim 3, characterized in that: A locking member (40) is inserted into the connection seat (21), and the locking member (40) is configured to continue to pass through the connection surface 1 (111) and the connection flange (30).

5. The transmission shaft torsional vibration damper according to claim 1, characterized in that: The connecting seat (21) is connected to the universal joint (22).

6. A transmission shaft torsional vibration damper according to claim 3, characterized in that: There is a distance between the connecting ring (212) and the groove bottom of the connecting groove (31).

7. A transmission shaft torsional vibration damper according to claim 6, characterized in that: The inner diameter of the connecting groove (31) is consistent with the inner diameter of the first opening (101).

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