Vibration reduction assembly and vehicle

Abstract

The embodiment of the utility model provides a vibration reduction assembly and a vehicle, and relates to the technical field of transmission devices of vehicles. The damping assembly comprises an outer wheel, an inner wheel and an elastic piece, the outer wheel is provided with a first surface and a second surface which are opposite in the axial direction, the first surface is provided with a first groove, the second surface is used for being connected with an engine crankshaft, at least part of the inner wheel and the elastic piece are contained in the first groove, and the elastic piece is clamped between the outer wheel and the inner wheel. The vibration reduction assembly and the vehicle meet the structure, the integration tightness among the elastic piece, the inner wheel and the outer wheel is improved, and the occupied size of the vibration reduction assembly is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle transmission devices, in particular to a vibration reduction component and a vehicle. Background Art

[0002] Engine vibration reduction is a very important part of vehicle driving. It can ensure the smooth driving and ride comfort of the vehicle, and can also reduce the noise and vibration of the vehicle and increase the service life of the vehicle. The vibration reduction assembly is usually fixed between the engine crankshaft and the gearbox. The vibration reduction assembly includes an outer wheel, an inner wheel and a vibration reduction assembly arranged side by side along the axial direction. The inner wheel is connected to the engine crankshaft, and the outer wheel is connected to the gearbox. The vibration reduction assembly is located between the inner wheel and the outer wheel, and is connected to the outer surfaces of the inner wheel and the outer wheel. In the axial direction of the outer wheel, the total thickness of the vibration reduction assembly is the sum of the thickness of the outer wheel, the inner wheel and the vibration reduction assembly, which makes the vibration reduction assembly longer in the axial direction and occupies a larger volume, which is not conducive to the arrangement of the vibration reduction assembly on the whole vehicle. Utility Model Content

[0003] The utility model aims to provide a vibration reduction component and a vehicle, which solves the problem that the vibration reduction component occupies a large volume.

[0004] In order to achieve the purpose of the utility model, the utility model provides the following technical solutions:

[0005] In a first aspect, the utility model provides a vibration damping assembly, comprising: an outer wheel, the outer wheel having a first surface and a second surface opposite to each other in the axial direction, the first surface having a first groove, and the second surface being used to connect to an engine crankshaft; an inner wheel, at least partially accommodated in the first groove, the inner wheel being used to connect to a gearbox input shaft; an elastic member, accommodated in the first groove, the elastic member being clamped between the outer wheel and the inner wheel.

[0006] In one embodiment, the side wall of the first groove has a mounting guide groove, and an angle is formed between the direction from the bottom wall of the mounting guide groove to the opening and the axial direction of the outer wheel.

[0007] In one embodiment, the outer circumference of the inner wheel has a first convex portion, the first convex portion protrudes from the outer circumference of the inner wheel, the elastic member is fitted with the outer circumference of the inner wheel, and the first convex portion squeezes the elastic member to fill the installation guide groove.

[0008] In one embodiment, the mounting guide groove extends circumferentially on the side wall of the first groove, and the first protrusion extends circumferentially on the outer surface of the inner wheel.

[0009] In one embodiment, there is a spacing distance between the installation guide groove and the bottom wall and the opening of the first groove, and there is a spacing distance between the first protrusion and two surfaces of the inner wheel that are opposite to each other in the axial direction.

[0010] In one embodiment, the outer peripheral surface of the inner wheel has a mounting guide groove, and an angle is formed between the direction from the bottom wall of the mounting guide groove to the opening and the axial direction of the inner wheel.

[0011] In one embodiment, the side wall of the first groove has a first convex portion, the first convex portion protrudes from the side wall of the first groove, the elastic member is fitted with the side wall of the first groove, and the first convex portion squeezes the part of the elastic member to fill the installation guide groove.

[0012] In one embodiment, the first protrusion extends circumferentially on the side wall of the first groove, and the mounting guide groove extends circumferentially on the outer surface of the inner wheel.

[0013] In one embodiment, there is a spacing distance between the first protrusion and the bottom wall and the opening of the first groove, and there is a spacing distance between the mounting guide groove and two axially opposite surfaces of the inner wheel.

[0014] In one embodiment, one of the two surfaces of the inner wheel in the axial direction has a second groove, and the inner wheel is accommodated in the first groove at an opening side of the second groove.

[0015] In one embodiment, the second surface has a first axial hole, which passes through the bottom wall of the first groove. The first axial hole is used to connect the engine crankshaft. The bottom wall of the first groove has an annular avoidance groove. The outer side wall of the avoidance groove is flush with the side wall of the first groove, and the inner side wall of the avoidance groove is located between the side walls of the first axial hole and the second groove.

[0016] In one embodiment, the depth of the avoidance groove near the side wall of the first groove is greater than the depth of the avoidance groove near the first axial hole.

[0017] In one embodiment, there is a spacing distance between the elastic member and the bottom wall of the avoidance groove.

[0018] In one embodiment, the outer wheel has a second convex portion, the second convex portion protrudes from the outer circumferential surface of the outer wheel, and the second convex portion has a third groove and / or a through hole.

[0019] In one embodiment, the third groove is located on at least one of the first surface and the second surface.

[0020] In a second aspect, the utility model further provides a vehicle, comprising an engine, a gearbox and a vibration damping assembly as described in any one of the embodiments of the first aspect, wherein the engine has an engine crankshaft, the gearbox has a gearbox input shaft, the engine crankshaft is fixedly connected to an outer wheel of the vibration damping assembly, the gearbox input shaft is fixedly connected to the inner wheel, the engine is used to drive the outer wheel to rotate, the outer wheel is used to drive the inner wheel to rotate, and the inner wheel is used to drive the gearbox to rotate.

[0021] The vibration reduction assembly provided by the utility model comprises an outer wheel, an inner wheel and an elastic member, wherein the outer wheel has a first groove on its first surface in the axial direction, the inner wheel is at least partially accommodated in the first groove, the elastic member is accommodated in the first groove, and the elastic member is sandwiched between the outer wheel and the inner wheel, so that during the transmission from the outer wheel to the inner wheel, the elastic member can deform to absorb the vibration energy generated during the transmission, thereby realizing the vibration reduction function of the vibration reduction assembly. By setting the first groove, the inner wheel and the elastic member are at least partially accommodated in the first groove, so that after the outer wheel, the elastic member and the inner wheel are integrated, the thickness of the vibration reduction assembly in the axial direction of the outer wheel is small, which is conducive to improving the tightness of the integration between the elastic member, the inner wheel and the outer wheel, reducing the spatial volume of the vibration reduction assembly, and facilitating the arrangement of the vibration reduction assembly on the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the implementation methods of the utility model or the technical solutions in the prior art, the drawings required for use in the implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some implementation methods of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0023] Figure 1 is a front view of a vibration reduction assembly according to one embodiment;

[0024] Figure 2 is a schematic cross-sectional view of a vibration reduction assembly according to one embodiment;

[0025] Figure 3 is a schematic cross-sectional view of an outer wheel in one embodiment;

[0026] Figure 4 is a cross-sectional schematic diagram of a vibration reduction assembly according to another embodiment;

[0027] Figure 5 The figure is a schematic diagram of an assembly cross section of a vibration reduction assembly according to an embodiment.

[0028] Description of reference numerals:

[0029] 10-outer wheel, 20-inner wheel, 30-elastic member, 40-engine crankshaft, 50-gearbox input shaft;

[0030] 11-first surface, 12-second surface, 13-second convex portion, 14-first matching piece, 21-second shaft hole, 22-first convex portion, 23-second groove, 24-spline, 25-mounting hole, 41-second matching piece;

[0031] 111 - first groove, 112 - mounting guide groove, 113 - avoidance groove, 121 - first shaft hole, 131 - third groove. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0033] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there can be a central component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there can be a central component at the same time.

[0034] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral one; it can be a mechanical connection, an electrical connection, or communication with each other; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0035] Unless otherwise defined, all technical and scientific terms used in this utility model have the same meaning as those commonly understood by technicians in the technical field of this utility model. The terms used in the specification of this utility model are only for the purpose of describing specific embodiments and are not intended to limit this utility model. The term "and / or" used in this utility model includes any and all combinations of one or more related listed items.

[0036] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of the present utility model, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0037] In conjunction with the accompanying drawings, some embodiments of the present invention are described in detail below. In the absence of conflict, the following embodiments and features in the embodiments can be combined with each other.

[0038] The utility model embodiment provides a vibration reduction assembly, see Figure 1 , Figure 2 and Figure 3 The vibration reduction assembly includes an outer wheel 10 and an inner wheel 20. The outer wheel 10 has a first surface 11 and a second surface 12 opposite to each other in the axial direction. The first surface 11 has a first groove 111. The second surface 12 is used to connect the engine crankshaft 40. Optionally, the second surface 12 has a first shaft hole 121. The first shaft hole 121 passes through the bottom wall of the first groove 111 so that the first shaft hole 121 and the first groove 111 are connected. The first shaft hole 121 is used to connect the engine crankshaft 40.

[0039] The inner wheel 20 is at least partially accommodated in the first groove 111, and the inner wheel 20 is used to connect the gearbox input shaft 50. Optionally, the inner wheel 20 has a second shaft hole 21 on the side facing away from the second surface 12, and the second shaft hole 21 is used to connect the gearbox input shaft 50, so that the engine crankshaft 40 can drive the outer wheel 10 to rotate, the outer wheel 10 drives the inner wheel 20 to rotate, and the inner wheel 20 drives the gearbox input shaft 50 to rotate, so that the kinetic energy of the engine is transmitted to the gearbox through the vibration reduction assembly. Optionally, the central axis of the second shaft hole 21 coincides with the central axis of the first shaft hole 121, so that the central axis of the engine crankshaft 40 coincides with the central axis of the gearbox input shaft 50, so that the power of the engine crankshaft 40 can be better transmitted to the gearbox input shaft 50, and the vibration of the inner wheel 20 during the transmission process of the outer wheel 10 to the inner wheel 20 is reduced.

[0040] The vibration reduction assembly also includes an elastic member 30, which is accommodated in the first groove 111. The elastic member 30 is sandwiched between the outer wheel 10 and the inner wheel 20. The elastic member 30 can be deformed, so that the connection between the inner wheel 20 and the outer wheel 10 is tighter. When the engine is working, the crankshaft drives the outer wheel 10 and the inner wheel 20 to rotate together. When the crankshaft undergoes torsional vibration, the outer wheel 10 is forced to vibrate along with the crankshaft, and the outer wheel 10 transmits the vibration to the elastic member 30. The elastic member 30 deforms to absorb the vibration energy during the transmission process, thereby reducing the torsional vibration, so that the inner wheel 20 rotates at a uniform speed and transmits uniform torque to the gearbox, realizing the vibration reduction function of the vibration reduction assembly. Optionally, the elastic member 30 is a vulcanized rubber ring.

[0041] The outer circumferential surface of the inner wheel 20 is in contact with the elastic member 30 , and the outer circumferential surface of the inner wheel 20 may be a smooth surface or a surface with protrusions.

[0042] The outer wheel 10, the elastic member 30 and the inner wheel 20 are integrated by press-fitting, and the inner wheel 20 and the elastic member 30 are at least partially accommodated in the first groove 111, and the inner wheel 20 and the elastic member 30 may protrude from the first surface 11. Since the inner wheel 20 is partially accommodated in the first groove 111, in the axial direction of the outer wheel 10, when the first groove 111 is provided, the total thickness of the inner wheel 20 and the outer wheel 10 after integration is less than the total thickness of the inner wheel 20 and the outer wheel 10 when the first groove 111 is not provided, which improves the tightness of the integration between the elastic member 30, the inner wheel 20 and the outer wheel 10, so that the integration degree of the inner wheel 20, the outer wheel 10 and the elastic member 30 is improved, and the length of the vibration reduction assembly in the axial direction is shortened, which is beneficial to the arrangement of the vibration reduction assembly on the whole vehicle. Optionally, the inner wheel 20 and the elastic member 30 are completely accommodated in the first groove 111, and the inner wheel 20 and the elastic member 30 are flush with the first surface 11, so as to avoid the inner wheel 20 and the elastic member 30 from excessively protruding and interfering with other structures, and to ensure that there is a certain contact area between the inner wheel 20 and the elastic member 30, and between the elastic member 30 and the side wall of the first groove 111, that is, to ensure the stability of the vibration reduction assembly structure.

[0043] In addition, the outer wheel 10 is connected to the engine crankshaft 40, and the inner wheel 20 is connected to the transmission input shaft 50. Compared with the inner wheel 20 connected to the engine crankshaft 40 and the outer wheel 10 connected to the transmission input shaft 50, the radius of the outer wheel 10 is larger, so that the inertia of the outer wheel 10 is larger. Since the greater the rotational inertia of an object, the better the rotation stability of the object, the outer wheel 10 with larger inertia is connected to the engine crankshaft 40, which can better suppress the vibration during the transmission process, thereby improving the vibration reduction effect of the vibration reduction assembly.

[0044] The vibration reduction assembly includes an outer wheel 10, an inner wheel 20 and an elastic member 30, the outer wheel 10 has a first groove 111 on the first surface 11 in the axial direction, the inner wheel 20 is at least partially accommodated in the first groove 111, the elastic member 30 is accommodated in the first groove 111, and the elastic member 30 is sandwiched between the outer wheel 10 and the inner wheel 20, so that during the transmission process from the outer wheel 10 to the inner wheel 20, the elastic member 30 can deform and absorb the vibration energy generated during the transmission process, thereby realizing the vibration reduction function of the vibration reduction assembly. By providing the first groove 111, the inner wheel 20 and the elastic member 30 are at least partially accommodated in the first groove 111, so that after the outer wheel 10, the elastic member 30 and the inner wheel 20 are integrated, the thickness of the vibration reduction assembly in the axial direction of the outer wheel 10 is small, which is conducive to improving the tightness of the integration between the elastic member 30, the inner wheel 20 and the outer wheel 10, reducing the spatial volume of the vibration reduction assembly, and facilitating the arrangement of the vibration reduction assembly on the whole vehicle.

[0045] In one implementation, see Figure 2 and Figure 3 The side wall of the first groove 111 has an installation guide groove 112, so that the elastic member 30 fills the installation guide groove 112, and the elastic member 30 fits with the side wall and the bottom wall of the installation guide groove 112. The elastic member 30 is completely filled in the installation guide groove 112, which increases the contact area between the elastic member 30 and the side wall of the first groove 111, thereby increasing the friction force and further improving the stability of the position of the elastic member 30.

[0046] There is an angle between the direction from the bottom wall of the mounting guide groove 112 to the opening and the axial direction of the outer wheel 10. The direction from the bottom wall of the mounting guide groove 112 to the opening can be perpendicular to the axial direction of the outer wheel 10, or can have a certain angle with the axial direction of the outer wheel 10, so that the opening of the mounting guide groove 112 is located on the side of the bottom wall of the mounting guide groove 112 close to the first surface 11, or the opening of the mounting guide groove 112 is located on the side of the bottom wall of the mounting guide groove 112 close to the second surface 12.

[0047] In one implementation, see Figure 2 and Figure 3The outer circumference of the inner wheel 20 has a first convex portion 22, and the first convex portion 22 protrudes from the outer circumference of the inner wheel 20. The elastic member 30 is fitted with the outer circumference of the inner wheel 20. The first convex portion 22 squeezes the elastic member 30 and fills the installation guide groove 112, so that the first convex portion 22 cooperates with the installation guide groove 112 to achieve the positioning between the inner wheel 20 and the outer wheel 10, which is conducive to simplifying the installation process of the inner wheel 20 and the outer wheel 10 and improving the stability of the installation of the inner wheel 20 and the outer wheel 10; at the same time, the elastic member 30 is fitted with the outer circumference of the inner wheel 20, and the first convex portion 22 exerts a force on the elastic member 30. The pressure toward the mounting guide groove 112 promotes the elastic member 30 to deform toward the side of the mounting guide groove 112, so that the elastic member 30 fills the mounting guide groove 112, thereby increasing the contact area between the elastic member 30 and the side wall of the first groove 111, and the elastic member 30 fits the outer peripheral surface of the inner wheel 20 having the first protrusion 22, thereby increasing the contact area between the elastic member 30 and the outer peripheral surface of the inner wheel 20, thereby increasing the friction between the elastic member 30 and the inner wheel 20 and the outer wheel 10, avoiding the elastic member 30 from moving relative to the outer wheel 10 and the inner wheel 20, and thereby improving the stability of the integration of the elastic member 30.

[0048] Optionally, the mounting guide groove 112 extends circumferentially on the side wall of the first groove 111, and the first protrusion 22 extends circumferentially on the outer surface of the inner wheel 20, thereby increasing the contact area between the elastic member 30 and the outer wheel 10 and the inner wheel 20, thereby increasing the friction between the elastic member 30 and the inner wheel 20 and the outer wheel 10, which helps to avoid the elastic member 30 from moving relative to the outer wheel 10 and the inner wheel 20, and the inner wheel 20 and the outer wheel 10 from moving relative to each other, thereby improving the stability of the integration of the elastic member 30, the outer wheel 10 and the inner wheel 20.

[0049] Optionally, there is a spacing distance between the mounting guide groove 112 and the bottom wall and the opening of the first groove 111. Correspondingly, there is a spacing distance between the first protrusion 22 and the two axially opposite surfaces of the inner wheel 20, which is beneficial to increase the contact area between the elastic member 30 and the side wall of the first groove 111 and the outer peripheral surface of the inner wheel 20, thereby increasing the friction between the elastic member 30 and the inner wheel 20 and the outer wheel 10.

[0050] In one implementation, see Figure 4 The outer circumferential surface of the inner wheel 20 has a mounting guide groove 112, so that the elastic member 30 fills the mounting guide groove 112, and the elastic member 30 fits with the side wall and the bottom wall of the mounting guide groove 112. The elastic member 30 is completely filled in the mounting guide groove 112, which increases the contact area between the elastic member 30 and the outer circumferential surface of the inner wheel 20, thereby increasing the friction force and further improving the stability of the position of the elastic member 30.

[0051] There is an angle between the direction from the bottom wall of the installation guide groove 112 to the opening and the axial direction of the inner wheel 20. The direction from the bottom wall of the installation guide groove 112 to the opening can be perpendicular to the axial direction of the inner wheel 20, or have a certain angle with the axial direction of the inner wheel 20.

[0052] In one implementation, see Figure 4 The side wall of the first groove 111 has a first convex portion 22, and the first convex portion 22 protrudes from the side wall of the first groove 111. The elastic member 30 is fitted with the side wall of the first groove 111. The part of the elastic member 30 squeezed by the first convex portion 22 is filled in the installation guide groove 112, so that the first convex portion 22 cooperates with the installation guide groove 112 to realize the positioning between the inner wheel 20 and the outer wheel 10, which is beneficial to simplify the installation process of the inner wheel 20 and the outer wheel 10 and improve the installation stability of the inner wheel 20 and the outer wheel 10; at the same time, the contact area between the elastic member 30 and the side wall of the first groove 111 and the outer peripheral surface of the inner wheel 20 is also increased, thereby increasing the friction between the elastic member 30 and the inner wheel 20 and the outer wheel 10, avoiding the elastic member 30 from moving relative to the outer wheel 10 and the inner wheel 20, and thereby improving the integration stability of the elastic member 30.

[0053] Optionally, the first protrusion 22 extends circumferentially on the side wall of the first groove 111, and the mounting guide groove 112 extends circumferentially on the outer surface of the inner wheel 20, which helps to prevent the elastic member 30 from moving relative to the outer wheel 10 and the inner wheel 20, and the inner wheel 20 and the outer wheel 10 from moving relative to each other, thereby improving the stability of the integration of the elastic member 30, the outer wheel 10 and the inner wheel 20.

[0054] Optionally, there is a spacing distance between the first protrusion 22 and the bottom wall and the opening of the first groove 111. Correspondingly, there is a spacing distance between the mounting guide groove 112 and the two axially opposite surfaces of the inner wheel 20, which is beneficial to increase the contact area between the elastic member 30 and the side wall of the first groove 111 and the outer peripheral surface of the inner wheel 20, thereby increasing the friction between the elastic member 30 and the inner wheel 20 and the outer wheel 10.

[0055] In one implementation, see Figure 2, one of the two surfaces of the inner wheel 20 in the axial direction has a second groove 23, so that the second groove 23 is only located on one side of the inner wheel 20. The inner wheel 20 is accommodated in the first groove 111 on the opening side of the second groove 23, so that the inner wheel 20 has the second groove 23 on the side facing the bottom wall of the first groove 111. Since there is a certain thickness between the outer circumferential surface of the inner wheel 20 and the side wall of the second groove 23, the integration of the inner wheel 20 and the outer wheel 10 is guaranteed; at the same time, through the relative arrangement of the first groove 111 on the outer wheel 10 and the second groove 23 on the inner wheel 20, a spacing space is provided between the inner wheel 20 and the outer wheel 10, which is convenient for the subsequent spacing arrangement of the engine crankshaft 40 and the gearbox input shaft 50. Optionally, the second shaft hole 21 passes through the bottom wall of the second groove 23, so that the second shaft hole 21 is connected with the second groove 23.

[0056] There is a spacing distance between the bottom wall of the second groove 23 and the bottom wall of the first groove 111, so that there is a spacing distance between the first shaft hole 121 and the second shaft hole 21, so that there is a spacing distance between the engine crankshaft 40 fixedly connected to the first shaft hole 121 and the transmission input shaft 50 fixedly connected to the second shaft hole 21, so that the kinetic energy of the engine can only be transmitted to the transmission through the vibration damping assembly, avoiding contact between the engine crankshaft 40 and the transmission input shaft 50, which causes the torsional vibration of the crankshaft to be directly transmitted to the transmission input shaft 50, affecting the vibration damping effect of the vibration damping assembly.

[0057] In one implementation, see Figure 2 and Figure 3 The second surface 12 has a first axial hole 121, which passes through the bottom wall of the first groove 111. The first axial hole 121 is used to connect the engine crankshaft. The bottom wall of the first groove 111 has an avoidance groove 113. The outer side wall of the avoidance groove 113 is flush with the side wall of the first groove 111, and the inner side wall of the avoidance groove 113 is located between the first axial hole 121 and the side wall of the second groove 23, so that there is a spacing distance between the avoidance groove 113 and the first axial hole 121, and the opening edge of the inner wheel 20 in the second groove 23 is opposite to the avoidance groove 113, that is, the outer peripheral surface of the inner wheel 20 and the side wall of the second groove 23 are both located between the outer side wall and the inner side wall of the avoidance groove 113, so that the avoidance groove 113 can avoid the inner wheel 20.

[0058] The avoidance groove 113 is annular and is arranged around the central axis of the outer wheel 10. The surface of the inner wheel 20 facing the bottom wall of the first groove 111 is annular, so that the avoidance groove 113 corresponds to the surface of the inner wheel 20 facing the bottom wall of the first groove 111, thereby achieving the avoidance of the inner wheel 20 by the avoidance groove 113 as a whole.

[0059] The elastic member 30 is located between the side wall of the first groove 111 and the outer peripheral surface of the inner wheel 20 , that is, the elastic member 30 is also located between the outer side wall and the inner side wall of the avoidance groove 113 , so that the avoidance groove 113 can avoid the elastic member 30 .

[0060] In addition, the first shaft hole 121 is connected to the engine crankshaft 40, and the bottom wall of the first groove 111 around the first shaft hole 121 needs to be finely processed. Providing the avoidance groove 113 is beneficial to reducing the area of ​​fine processing, thereby reducing costs.

[0061] Optionally, there is a spacing distance between the elastic member 30 and the bottom wall of the avoidance groove 113. In the axial direction of the outer wheel 10, the length of the elastic member 30 is less than or equal to the length from the bottom wall of the first groove 111 to the first surface 11, so that the elastic member 30 has a certain contact area with the side wall of the first groove 111, and at the same time avoids the elastic member 30 from contacting the bottom wall of the avoidance groove 113, thereby avoiding the elastic member 30 being too long to affect the tightness of its fit with the side wall of the first groove 111, thereby ensuring the friction between the elastic member 30 and the side wall of the first groove 111.

[0062] After the elastic member 30 and the inner wheel 20 are integrated with the outer wheel 10, the elastic member 30 and the inner wheel 20 are spaced apart from the bottom wall of the avoidance groove 113, so that the elastic member 30 and the inner wheel 20 are spaced apart from the bottom wall of the first groove 111 in the axial direction, so that the outer wheel 10 first transmits the vibration to the elastic member 30, and the elastic member 30 absorbs the vibration and then transmits the kinetic energy to the inner wheel 20, thereby avoiding direct contact between the inner wheel 20 and the outer wheel 10, which causes the outer wheel 10 to directly transmit the torsional vibration to the inner wheel 20, affecting the vibration reduction effect of the vibration reduction assembly.

[0063] In one implementation, see Figure 2 and Figure 3 The depth of the avoidance groove 113 near the side wall of the first groove 111 is greater than the depth of the avoidance groove 113 near the first shaft hole 121, so that the outer wheel 10 near the first shaft hole 121 is thicker, which is beneficial to improving the strength of the outer wheel 10 around the first shaft hole 121, and further improving the stability of the connection between the outer wheel 10 and the engine crankshaft 40.

[0064] Optionally, the inner peripheral side wall of the avoidance groove 113 is smoothly connected to the bottom wall of the avoidance groove 113 , so that the thickness of the outer wheel 10 is uniform, which is beneficial to ensure the structural strength of the outer wheel 10 .

[0065] In one implementation, see Figure 2 and Figure 3The outer wheel 10 has a second convex portion 13, which protrudes from the outer circumferential surface of the outer wheel 10, so that the radius of the outer wheel 10 increases. Since the larger the rotation radius and the mass, the larger the inertia of the object, the second convex portion 13 increases the inertia of the outer wheel 10. The larger the rotational inertia of the object, the better the rotation stability of the object, which is beneficial to suppressing the vibration during the transmission process, thereby improving the vibration reduction effect of the vibration reduction assembly.

[0066] There are multiple second protrusions 13 , which are evenly spaced in the circumferential direction of the outer wheel 10 to evenly increase the inertia of the outer wheel 10 and reduce the total mass of the outer wheel 10 after the second protrusions 13 are set.

[0067] The second protrusion 13 has a third groove 131 and / or a through hole, and the third groove 131 is located on at least one of the first surface 11 and the second surface 12, so that the mass of the outer wheel 10 is reduced, thereby reducing the weight of the entire powertrain and helping to reduce the cost of the powertrain.

[0068] Optionally, the third groove 131 is only located on the first surface 11 of the second protrusion 13 .

[0069] The utility model also provides a vehicle, see Figure 5 , comprising an engine, a gearbox and a vibration reduction assembly of any one embodiment of the first aspect above, the engine having an engine crankshaft 40, the gearbox having a gearbox input shaft 50, the engine crankshaft 40 is fixedly connected to the outer wheel 10 of the vibration reduction assembly, the gearbox input shaft 50 is fixedly connected to the inner wheel 20, the engine is used to drive the outer wheel 10 to rotate, the outer wheel 10 is used to drive the inner wheel 20 to rotate, and the inner wheel 20 is used to drive the gearbox to rotate.

[0070] When the engine is working, the crankshaft drives the outer wheel 10 to rotate, the outer wheel 10 drives the inner wheel 20 to rotate, and the inner wheel 20 drives the gearbox input shaft 50 to rotate. When the crankshaft undergoes torsional vibration, the outer wheel 10 is forced to vibrate along with the crankshaft, and the outer wheel 10 transmits the vibration to the elastic member 30. The elastic member 30 deforms to absorb the vibration energy at the engine end, thereby reducing the torsional vibration, so that the inner wheel 20 rotates at a uniform speed and transmits uniform torque to the gearbox, thereby realizing the vibration reduction function of the vibration reduction assembly.

[0071] In one implementation, see Figure 5The outer wheel 10 has a first mating piece 14, and the first mating piece 14 is spaced apart from the first axial hole 121. The engine has a second mating piece 41, and the second mating piece 41 and the first mating piece 14 are detachably connected to realize the connection between the engine and the outer wheel 10, thereby improving the stability of the relative position of the engine and the vibration damping assembly; a portion of the gearbox input shaft 50 is located in the second axial hole 21 of the vibration damping assembly and is fixedly connected to the inner wheel 20, and the inner wheel 20 has a spline 24 on the side facing away from the second surface 12, and the spline 24 encloses the second axial hole 21. The portion of the gearbox input shaft 50 located in the second axial hole 21 and fixedly connected to the inner wheel 20 has an external spline 24, and the internal spline 24 encloses the second axial hole 21, so that the gearbox input shaft 50 and the inner wheel 20 are fixedly connected through the spline 24.

[0072] Optionally, the engine crankshaft 40 is partially accommodated in the first shaft hole 121, and partially abuts against the second surface 12 of the outer wheel 10, the first fitting 14 is a threaded hole, and the second fitting 41 is a bolt, and the bolt is threadedly matched with the threaded hole to connect the engine crankshaft 40 to the vibration reduction assembly. There are multiple first fittings 14, and the multiple first fittings 14 are evenly spaced around the first shaft hole 121, and there is a spacing distance between the multiple first fittings 14 and the first shaft hole 121, so as to improve the stability of the connection between the engine crankshaft 40 and the vibration reduction assembly. The inner wheel 20 has multiple mounting holes 25, and the multiple mounting holes 25 penetrate the bottom wall of the second groove 23. The multiple mounting holes 25 are arranged one-to-one with the multiple first fittings 14, and a single second fitting 41 passes through a single mounting hole 25 and is matched with a single first fitting 14. After the second fitting 41 is connected with the first fitting 14, the second fitting 41 is partially accommodated in the accommodation space formed between the bottom wall of the first groove 111 and the bottom wall of the second groove 23. Therefore, setting the second groove 23 on the inner wheel 20 is not only beneficial for providing a spacing space between the inner wheel 20 and the outer wheel 10, facilitating the subsequent spacing setting of the engine crankshaft 40 and the transmission input shaft 50, but also beneficial for providing an accommodation space for the setting of the second mating component 41 to avoid interference between the second mating component 41 and the inner wheel 20.

[0073] It can be understood that the vehicle in this embodiment has the shock absorbing assembly in the above-mentioned embodiment. Therefore, the vehicle in this embodiment has all the technical effects of the shock absorbing assembly in the above-mentioned embodiment. Since the technical effects of the shock absorbing assembly have been fully explained in the above-mentioned embodiment, they will not be repeated here.

[0074] In the description of this specification, the description with reference to the terms "embodiment", "specific embodiment", "example" or "specific example" etc. 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 utility model. In this specification, the schematic representations 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 one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

[0075] The above disclosure is only a preferred embodiment of the present invention, and certainly cannot be used to limit the scope of rights of the present invention. Ordinary technicians in this field can understand that all or part of the processes of the above embodiment and equivalent changes made according to the claims of the present invention still fall within the scope covered by the present invention.

Claims

1. A vibration reduction assembly, characterized in that: include: An outer wheel, wherein the outer wheel has a first surface and a second surface opposite to each other in the axial direction, the first surface has a first groove, and the second surface is used for connecting to an engine crankshaft; an inner wheel, at least partially accommodated in the first groove, the inner wheel being used to connect to the gearbox input shaft; An elastic member is accommodated in the first groove, and the elastic member is sandwiched between the outer wheel and the inner wheel.

2. The vibration reduction assembly according to claim 1, characterized in that: The side wall of the first groove has a mounting guide groove, and an angle is formed between the direction from the bottom wall of the mounting guide groove to the opening and the axial direction of the outer wheel.

3. The vibration reduction assembly according to claim 2, characterized in that: The outer circumference of the inner wheel has a first convex portion, which protrudes from the outer circumference of the inner wheel. The elastic member fits the outer circumference of the inner wheel, and the first convex portion squeezes the elastic member to fill the installation guide groove.

4. The vibration reduction assembly according to claim 3, characterized in that: The mounting guide groove extends circumferentially on the side wall of the first groove, and the first protrusion extends circumferentially on the outer surface of the inner wheel.

5. The vibration reduction assembly according to claim 3, characterized in that: There is a spacing distance between the installation guide groove and the bottom wall and the opening of the first groove, and there is a spacing distance between the first protrusion and the two surfaces of the inner wheel that are opposite to each other in the axial direction.

6. The vibration reduction assembly according to claim 1, characterized in that: The outer peripheral surface of the inner wheel is provided with a mounting guide groove, and an angle is formed between the direction from the bottom wall of the mounting guide groove to the opening and the axial direction of the inner wheel.

7. The vibration reduction assembly according to claim 6, characterized in that: The side wall of the first groove has a first convex portion, the first convex portion protrudes from the side wall of the first groove, the elastic member is in contact with the side wall of the first groove, and the part of the elastic member squeezed by the first convex portion is filled in the installation guide groove.

8. The vibration reduction assembly according to claim 7, characterized in that: The first protrusion extends circumferentially on the side wall of the first groove, and the mounting guide groove extends circumferentially on the outer surface of the inner wheel.

9. The vibration reduction assembly according to claim 7, characterized in that: There is a spacing distance between the first protrusion and the bottom wall and the opening of the first groove, and there is a spacing distance between the installation guide groove and two surfaces of the inner wheel that are opposite to each other in the axial direction.

10. The vibration reduction assembly according to any one of claims 1 to 9, characterized in that: One of the two surfaces of the inner wheel in the axial direction has a second groove, and the inner wheel is accommodated in the first groove at an opening side of the second groove.

11. The vibration reduction assembly according to claim 10, characterized in that The second surface has a first axial hole, which passes through the bottom wall of the first groove. The first axial hole is used to connect the engine crankshaft. The bottom wall of the first groove has an annular avoidance groove. The outer side wall of the avoidance groove is flush with the side wall of the first groove, and the inner side wall of the avoidance groove is located between the side walls of the first axial hole and the second groove.

12. The vibration reduction assembly according to claim 11, characterized in that The depth of the avoidance groove near the side wall of the first groove is greater than the depth of the avoidance groove near the first shaft hole.

13. The vibration reduction assembly according to claim 11, characterized in that There is a spacing distance between the elastic member and the bottom wall of the avoidance groove.

14. The vibration reduction assembly according to any one of claims 1 to 9, characterized in that: The outer wheel has a second convex portion, the second convex portion protrudes from the outer peripheral surface of the outer wheel, and the second convex portion has a third groove and / or a through hole.

15. The vibration reduction assembly according to claim 14, wherein: The third groove is located on at least one of the first surface and the second surface.

16. A vehicle, characterized in that: The invention comprises an engine, a gearbox and a vibration reduction assembly as claimed in any one of claims 1 to 15, wherein the engine has an engine crankshaft, the gearbox has a gearbox input shaft, the engine crankshaft is fixedly connected to an outer wheel of the vibration reduction assembly, the gearbox input is fixedly connected to the inner wheel, the engine is used to drive the outer wheel to rotate, the outer wheel is used to drive the inner wheel to rotate, and the inner wheel is used to drive the gearbox to rotate.

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