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 assembly, an inner wheel, a driven wheel and a first elastic piece, a first groove is formed in the first surface of the outer wheel assembly in the axial direction, the inner wheel and the driven wheel are at least partially contained in the first groove, the driven wheel is clamped between the outer wheel assembly and the inner wheel, the driven wheel is provided with a first through hole, the inner wheel and the first elastic piece are both contained in the first through hole, and the first elastic piece is arranged in the first through hole. The first elastic piece is clamped between the driven wheel and the inner wheel, the engine crankshaft drives the outer wheel assembly to rotate, the outer wheel assembly is sequentially transmitted to the driven wheel, the inner wheel and the gearbox input shaft, the vibration reduction assembly and the vehicle meet the structure, the driven wheel is located between the outer wheel assembly and the inner wheel, the driven wheel can slide and rotate relative to the outer wheel assembly, and therefore the vibration reduction effect is achieved. And excessive torque is prevented from being transmitted to the gearbox.

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] A vibration damping assembly is usually installed between the engine crankshaft and the gearbox input shaft. The vibration damping assembly reduces the torsional vibration of the engine, making the power transmitted from the engine crankshaft to the gearbox input shaft smoother. However, when the torque output by the engine crankshaft is too large, although the vibration damping assembly can reduce the torsional vibration transmitted from the engine to the gearbox, the vibration damping assembly will still transmit all the torque output by the engine crankshaft to the gearbox input shaft. Excessive torque transmitted to the gearbox input shaft will cause the gearbox to overload, which will cause safety problems. Utility Model Content

[0003] The utility model aims to provide a vibration reduction assembly and a vehicle, which solves the problem of excessive torque transmitted from the vibration reduction assembly to the input shaft of a gearbox.

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

[0005] In the first aspect, the utility model provides a vibration damping assembly, comprising: an outer wheel assembly, the outer wheel assembly 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 the 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; a driven wheel accommodated in the first groove, the driven wheel having a first through hole, the inner wheel accommodated in the first through hole, and the driven wheel clamped between the outer wheel assembly and the inner wheel; a first elastic member accommodated in the first through hole, the first elastic member being clamped between the driven 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 bottom wall of the mounting guide groove and the axial direction of the outer wheel assembly to the opening direction, and the driven wheel has a first protrusion, the first protrusion protrudes from the outer peripheral surface of the driven wheel, and the first protrusion is at least partially accommodated in the mounting guide groove.

[0007] In one embodiment, there is a spacing distance between the outer peripheral surface of the driven wheel and the inner wall of the first groove.

[0008] In one embodiment, the first protrusion has a third surface and a fourth surface opposite to each other in the axial direction of the driven wheel, and the third surface and the fourth surface are spaced apart from the side wall of the mounting guide groove; the vibration damping assembly also includes a first torque limiting member and a second torque limiting member, the first torque limiting member is clamped between the third surface and the side wall of the mounting guide groove, and the second torque limiting member is clamped between the fourth surface and the side wall of the mounting guide groove.

[0009] In one embodiment, the first torque limiting member and the second torque limiting member are both located between the bottom wall of the mounting guide groove and the outer peripheral surface of the driven wheel.

[0010] In one embodiment, the outer circumferential surface of the first protrusion is connected to both the third surface and the fourth surface, and there is a spacing distance between the outer circumferential surface of the first protrusion and the bottom wall of the mounting guide groove.

[0011] In one embodiment, the vibration reduction assembly further includes a second elastic member, which is located between the second torque limiting member and the side wall of the mounting guide groove, and at least partially abuts against the second torque limiting member and the side wall of the mounting guide groove.

[0012] In one embodiment, the vibration damping assembly further includes a separation member, which is clamped between the second torque limiting member and the second elastic member, and the separation member is located between the bottom wall of the mounting guide groove and the outer peripheral surface of the driven wheel, and in the axial direction perpendicular to the outer wheel assembly, the second torque limiting member is located between a side of the separation member close to the bottom wall of the mounting guide groove and a side of the separation member close to the outer peripheral surface of the driven wheel.

[0013] In one embodiment, the outer wheel assembly includes an outer wheel and a flexible disk, the outer wheel and the flexible disk are detachably connected, the outer wheel has a second through hole, the flexible disk is located on the side of the second through hole away from the first surface, and closes the side of the second through hole away from the first surface, the flexible disk forms the bottom wall of the first groove, the flexible disk has a first axial hole, the first axial hole passes through the bottom wall of the first groove, and the first axial hole is used to connect the engine crankshaft.

[0014] In one embodiment, the flexible disk has a first mating piece, and the outer wheel has a second mating piece, the second mating piece is spaced apart from the first groove, and the second mating piece and the first mating piece are detachably connected.

[0015] In one embodiment, the inner wheel has a second axial hole on a side facing away from the second surface, a central axis of the second axial hole coincides with a central axis of the first axial hole, and the second axial hole is used to connect the gearbox input shaft.

[0016] In one embodiment, one of the side wall of the first through hole and the outer circumference of the inner wheel has a second groove, and the other of the side wall of the first through hole and the outer circumference of the inner wheel has a second convex portion, and the second convex portion squeezes the first elastic member to fill the second groove.

[0017] In a second aspect, the utility model also provides a vehicle, comprising an engine, a gearbox and the vibration damping assembly described in any one of the above embodiments, wherein the engine has an engine crankshaft, the gearbox has a gearbox input shaft, the engine crankshaft is connected to an outer wheel assembly of the vibration damping assembly, the gearbox input shaft is connected to an inner wheel of the vibration damping assembly, the engine is used to drive the outer wheel assembly to rotate, the outer wheel assembly is used to drive the inner wheel and the driven wheel to rotate, and the inner wheel is used to drive the gearbox to rotate.

[0018] The vibration reduction assembly provided by the utility model comprises an outer wheel assembly, an inner wheel, a driven wheel and a first elastic member, the outer wheel assembly has a first groove on the first surface in the axial direction, the inner wheel and the driven wheel are at least partially accommodated in the first groove, the driven wheel is clamped between the outer wheel assembly and the inner wheel, the driven wheel has a first through hole, the inner wheel and the first elastic member are both accommodated in the first through hole, the first elastic member is clamped between the driven wheel and the inner wheel, and by arranging the driven wheel accommodated in the first groove, when the torque output by the engine crankshaft is too large, the driven wheel slips relative to the outer wheel assembly, so that the torque that the driven wheel can transmit to the inner wheel has a maximum value, thereby realizing the torque limiting function of the vibration reduction assembly, which is beneficial to prevent excessive torque from being transmitted to the gearbox. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] 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.

[0020] Figure 1 is a front view of a vibration reduction assembly according to one embodiment;

[0021] Figure 2 is a schematic cross-sectional view of a vibration reduction assembly according to one embodiment;

[0022] Figure 3 is a schematic cross-sectional view of a driven wheel in one embodiment;

[0023] Figure 4 is a schematic cross-sectional view of an inner wheel in one embodiment;

[0024] Figure 5is a cross-sectional schematic diagram of a vibration reduction assembly according to another embodiment;

[0025] Figure 6 The present invention is a schematic cross-sectional view of an assembly of a vibration reduction assembly, an engine crankshaft and a transmission input shaft according to an embodiment.

[0026] Description of reference numerals:

[0027] 10-outer wheel assembly, 20-inner wheel, 30-driven wheel, 40-first elastic member, 50-first torque limiting member, 60-second torque limiting member, 70-second elastic member, 80-separating member, 90-engine crankshaft, 100-gearbox input shaft;

[0028] 11-first surface, 12-second surface, 13-first groove, 14-mounting guide groove, 15-first shaft hole, 16-outer wheel, 17-flexible disk, 18-reinforcement disk;

[0029] 21-the second shaft hole, 22-the second convex part;

[0030] 31 - first through hole, 32 - first convex portion, 321 - third surface, 322 - fourth surface, 33 - second groove;

[0031] 91-fixing parts;

[0032] 161 - second through hole, 162 - second matching piece;

[0033] 171 - first matching piece, 172 - fixing hole. DETAILED DESCRIPTION

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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.

[0040] The utility model embodiment provides a vibration reduction assembly, see Figure 1 , Figure 2 , Figure 3 and Figure 4 The vibration reduction assembly includes an outer wheel assembly 10, an inner wheel 20 and a driven wheel 30. The outer wheel assembly 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 13, and the second surface 12 is used to connect to the engine crankshaft 90.

[0041] The inner wheel 20 is at least partially accommodated in the first groove 13. The inner wheel 20 is used to connect to the transmission input shaft 100, so that the engine crankshaft 90 can drive the outer wheel assembly 10 to rotate, the outer wheel assembly 10 drives the inner wheel 20 to rotate, and the inner wheel 20 drives the transmission input shaft 100 to rotate, thereby realizing that the kinetic energy of the engine is transmitted to the transmission through the vibration reduction assembly.

[0042] The driven wheel 30 is accommodated in the first groove 13, and the driven wheel 30 has a first through hole 31. The inner wheel 20 is accommodated in the first through hole 31. The driven wheel 30 is clamped between the outer wheel assembly 10 and the inner wheel 20, so that the power of the engine crankshaft 90 is first transmitted to the outer wheel assembly 10, and then transmitted to the driven wheel 30 by the outer wheel assembly 10, and then transmitted to the inner wheel 20 through the driven wheel 30. Since the driven wheel 30 is accommodated in the first groove 13, when the engine crankshaft 90 drives the outer wheel assembly 10 to rotate, there is friction between the outer wheel assembly 10 and the driven wheel 30, and the outer wheel assembly 10 drives the driven wheel 30 to rotate; when the torque output by the engine crankshaft 90 is too large, the force of the outer wheel assembly 10 to drive the driven wheel 30 to rotate is greater than or equal to the friction between the outer wheel assembly 10 and the driven wheel 30, so that the driven wheel 30 slips relative to the outer wheel assembly 10, so that the torque that the driven wheel 30 can transmit to the inner wheel 20 has a maximum value, thereby realizing the torque limiting function of the vibration damping assembly, which is beneficial to prevent excessive torque from being transmitted to the gearbox.

[0043] The vibration reduction assembly also includes a first elastic member 40, which is accommodated in the first through hole 31. The first elastic member 40 is sandwiched between the driven wheel 30 and the inner wheel 20. The first elastic member 40 can be deformed, so that the connection between the inner wheel 20 and the driven wheel 30 is tighter. When the engine is working, the crankshaft drives the outer wheel assembly 10, the driven wheel 30 and the inner wheel 20 to rotate together. When the crankshaft undergoes torsional vibration, the outer wheel assembly 10 undergoes forced vibration along with the crankshaft, and the outer wheel assembly 10 transmits the vibration to the driven wheel 30, and the driven wheel 30 transmits the vibration to the first elastic member 40. The first elastic member 40 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 transmission, thereby realizing the vibration reduction function of the vibration reduction assembly. Optionally, the first elastic member 40 is a vulcanized rubber ring.

[0044] The driven wheel 30, the first elastic member 40 and the inner wheel 20 are integrated by press-fitting, the inner wheel 20 and the first elastic member 40 are at least partially accommodated in the first through hole 31, the driven wheel 30 is at least partially accommodated in the first groove 13, and the inner wheel 20, the first elastic member 40 and the driven wheel 30 can protrude from the second surface 12. Since the inner wheel 20 is partially accommodated in the first through hole 31 and the driven wheel 30 is partially accommodated in the first groove 13, in the axial direction of the outer wheel assembly 10, when the first groove 13 and the first through hole 31 are provided, the total thickness of the inner wheel 20, the driven wheel 30 and the outer wheel assembly 10 after integration is less than the total thickness of the inner wheel 20, the driven wheel 30 and the outer wheel assembly 10 when the first groove 13 and the first through hole 31 are not provided, thereby improving the tightness of the integration among the first elastic member 40, the inner wheel 20, the driven wheel 30 and the outer wheel assembly 10, thereby improving the integration degree of the first elastic member 40, the inner wheel 20, the driven wheel 30 and the outer wheel assembly 10, shortening the axial length of the shock absorber, and facilitating the arrangement of the shock absorber on the whole vehicle.

[0045] Optionally, the inner wheel 20 and the first elastic member 40 are both completely accommodated in the first through hole 31, the driven wheel 30 is completely accommodated in the first groove 13, and the inner wheel 20 and the first elastic member 40 are flush with the second surface 12 to avoid excessive protrusion of the inner wheel 20 and the first elastic member 40 and interference with other structures, and to ensure that the inner wheel 20 and the first elastic member 40, and the first elastic member 40 and the side wall of the first through hole 31 have a certain contact area, that is, to ensure the stability of the vibration reduction assembly structure.

[0046] The vibration reduction assembly provided by the utility model includes an outer wheel assembly 10, an inner wheel 20, a driven wheel 30 and a first elastic member 40. The driven wheel 30 has a first through hole 31. The inner wheel 20 and the first elastic member 40 are both accommodated in the first through hole 31. The first elastic member 40 is clamped between the driven wheel 30 and the inner wheel 20. In the process that the outer wheel assembly 10 transmits power to the driven wheel 30 and then transmits power from the driven wheel 30 to the inner wheel 20, the first elastic member 40 can deform to absorb the vibration energy generated during the transmission process, thereby realizing the vibration reduction function of the vibration reduction assembly. The outer wheel assembly 10 has a first groove 13 on the first axial surface 11, and the inner wheel 20 and the driven wheel 30 are at least partially accommodated in the first groove 13. The driven wheel 30 is clamped between the outer wheel assembly 10 and the inner wheel 20, so that after the outer wheel assembly 10, the driven wheel 30, the first elastic member 40 and the inner wheel 20 are integrated, the thickness of the vibration reduction assembly in the axial direction of the outer wheel assembly 10 is relatively small, which is beneficial to improving the tightness of the integration between the outer wheel assembly 10, the driven wheel 30, the first elastic member 40 and the inner wheel 20, and reducing the spatial volume of the vibration reduction assembly.

[0047] By arranging the driven wheel 30 to be accommodated in the first groove 13, when the torque output by the engine crankshaft 90 is too large, the force of the outer wheel assembly 10 driving the driven wheel 30 to rotate is greater than or equal to the friction between the outer wheel assembly 10 and the driven wheel 30, so that the driven wheel 30 slips relative to the outer wheel assembly 10, so that the torque that the driven wheel 30 can transmit to the inner wheel 20 has a maximum value, thereby realizing the torque limiting function of the vibration damping assembly, which is beneficial to prevent excessive torque from being transmitted to the gearbox.

[0048] In one implementation, see Figure 2 The side wall of the first groove 13 has a mounting guide groove 14, and the driven wheel 30 has a first convex portion 32. The first convex portion 32 protrudes from the outer peripheral surface of the driven wheel 30, and the first convex portion 32 is at least partially accommodated in the mounting guide groove 14, which is beneficial to increase the contact area between the driven wheel 30 and the outer wheel assembly 10, thereby increasing the friction surface between the outer wheel assembly 10 and the driven wheel 30, and further improving the structural stability between the driven wheel 30 and the outer wheel assembly 10, so as to facilitate the outer wheel assembly 10 to transmit power to the driven wheel 30.

[0049] The installation guide groove 14 extends circumferentially on the side wall of the first groove 13, so that the first protrusion 32 can slide relative to the installation guide groove 14 in the installation guide groove 14, avoiding the installation guide groove 14 from limiting the first protrusion 32, thereby realizing the sliding of the driven wheel 30 relative to the outer wheel assembly 10, thereby realizing the torque limiting function of the vibration reduction assembly. Optionally, the first protrusion 32 extends circumferentially on the outer peripheral surface of the driven wheel 30, further increasing the friction surface between the outer wheel assembly 10 and the driven wheel 30, which is conducive to improving the structural stability between the driven wheel 30 and the outer wheel assembly 10.

[0050] There is an angle between the direction from the bottom wall of the installation guide groove 14 to the opening and the axial direction of the outer wheel assembly 10. The direction from the bottom wall of the installation guide groove 14 to the opening can be perpendicular to the axial direction of the outer wheel assembly 10, or can have a certain angle with the axial direction of the outer wheel assembly 10, so that the opening of the installation guide groove 14 is located on the side of the bottom wall of the installation guide groove 14 close to the first surface 11, or the opening of the installation guide groove 14 is located on the side of the bottom wall of the installation guide groove 14 close to the second surface 12. Optionally, the direction from the bottom wall of the installation guide groove 14 to the opening is perpendicular to the axial direction of the outer wheel assembly 10.

[0051] In one implementation, see Figure 2 The first protrusion 32 has a third surface 321 and a fourth surface 322 opposite to each other in the axial direction of the driven wheel 30. The third surface 321 and the fourth surface 322 are spaced apart from the side wall of the mounting guide groove 14, providing a spacing space between the first protrusion 32 and the side wall of the mounting guide groove 14, so as to facilitate setting a torque limiting structure between the driven wheel 30 and the outer wheel assembly 10.

[0052] The vibration reduction assembly further includes a first torque limiting member 50 and a second torque limiting member 60. The first torque limiting member 50 is sandwiched between the third surface 321 and the side wall of the mounting guide groove 14, and the second torque limiting member 60 is sandwiched between the fourth surface 322 and the side wall of the mounting guide groove 14. The first torque limiting member 50 and the second torque limiting member 60 are respectively fitted with the third surface 321 and the fourth surface 322 of the first protrusion 32, so that the first protrusion 32 limits the transmittable torque by rubbing against the first torque limiting member 50 and the second torque limiting member 60. When the torque output by the engine is too large, the driven wheel 30 slips relative to the first torque limiting member 50 and the second torque limiting member 60, so that the torque of the driven wheel 30 itself does not exceed the preset torque at all times, so that the torque transmitted to the inner wheel 20 by the driven wheel 30 does not exceed the preset torque at all times, which is conducive to preventing excessive torque from being transmitted to the gearbox.

[0053] Optionally, there is a spacing distance between the outer peripheral surface of the driven wheel 30 and the inner wall of the first groove 13, which helps to avoid direct contact between the outer peripheral surface of the driven wheel 30 and the outer wheel assembly 10, resulting in the torque of the outer wheel assembly 10 being transmitted to the driven wheel 30 through the contact surface. The torque of the driven wheel 30 exceeds the preset torque, affecting the torque limiting effect of the vibration reduction assembly.

[0054] Optionally, the first torque limiting member 50 and the second torque limiting member 60 are both located between the bottom wall of the mounting guide groove 14 and the outer peripheral surface of the driven wheel 30, so that the driven wheel 30 is connected to the first torque limiting member 50 and the second torque limiting member 60 through the first protrusion 32, thereby avoiding interference between the first torque limiting member 50 and the second torque limiting member 60 and other structures.

[0055] Optionally, the shapes of the first torque limiting member 50 and the second torque limiting member 60 extend in the circumferential direction of the mounting guide groove 14, so that when the driven wheel 30 slips relative to the outer wheel assembly 10, it is always in contact with the first torque limiting member 50 and the second torque limiting member 60, which is beneficial to improving the uniformity of the force exerted by the first torque limiting member 50 and the second torque limiting member 60 on the driven wheel 30; at the same time, it prevents the first protrusion 32 from escaping from between the first torque limiting member 50 and the second torque limiting member 60, which is beneficial to improving the structural stability of the vibration reduction assembly and ensuring the torque limiting effect of the vibration reduction assembly.

[0056] In one implementation, see Figure 2 The outer peripheral surface of the first protrusion 32 is connected to both the third surface 321 and the fourth surface 322, and there is a spacing distance between the outer peripheral surface of the first protrusion 32 and the bottom wall of the mounting guide groove 14, that is, the driven wheel 30 is connected to the outer wheel assembly 10 only through the first protrusion 32, so that when the first protrusion 32 slips relative to the first torque limiting member 50 and the second torque limiting member 60, it only needs to overcome the friction between the first protrusion 32 and the first torque limiting member 50 and the second torque limiting member 60.

[0057] If the outer peripheral surface of the first protrusion 32 contacts the bottom wall of the mounting guide groove 14, the torque of the outer wheel assembly 10 is transmitted to the driven wheel 30 through the contact surface, so that when the driven wheel 30 slips relative to the outer wheel assembly 10, it is necessary not only to overcome the friction between the first protrusion 32 and the first torque limiting member 50 and the second torque limiting member 60, but also to overcome the friction on the contact surface between the outer wheel assembly 10 and the driven wheel 30.

[0058] Therefore, there is a spacing distance between the outer peripheral surface of the first protrusion 32 and the bottom wall of the mounting guide groove 14, which is conducive to simplifying the calculation of the friction force required when the driven wheel 30 slips relative to the outer wheel assembly 10 and ensuring the torque limiting effect of the vibration reduction assembly.

[0059] In one implementation, see Figure 2The vibration reduction assembly further includes a second elastic member 70, which can be deformed and generates elastic force after being deformed. The second elastic member 70 is located between the second torque limiting member 60 and the side wall of the mounting guide groove 14, and at least partially abuts against the second torque limiting member 60 and the side wall of the mounting guide groove 14, so that the second elastic member 70 is compressed and deformed between the second torque limiting member 60 and the side wall of the mounting guide groove 14, thereby generating elastic force.

[0060] The elastic force of the second elastic member 70 is applied to the second torque limiting member 60, increasing the pressing force between the second torque limiting member 60, the first protrusion 32 and the first torque limiting member 50, so that the friction between the second torque limiting member 60 and the first protrusion 32, and between the first protrusion 32 and the first torque limiting member 50 increases, so that the force that needs to be overcome for the first protrusion 32 to slip relative to the first torque limiting member 50 and the second torque limiting member 60 increases, thereby increasing the maximum torque that the driven wheel 30 can transmit to the inner wheel 20. By adjusting the deformation amount of the second elastic member 70 generated by compression between the second torque limiting member 60 and the side wall of the mounting guide groove 14, the elastic force generated by the second elastic member 70 is adjusted, and then the force that needs to be overcome for the first protrusion 32 to slip relative to the first torque limiting member 50 and the second torque limiting member 60 is adjusted, which is conducive to achieving control of the maximum torque that the driven wheel 30 can transmit to the inner wheel 20.

[0061] In one implementation, see Figure 2 The vibration reduction assembly further includes a separator 80, which is sandwiched between the second torque limiting member 60 and the second elastic member 70, so that the second elastic member 70, the separator 80, the second torque limiting member 60, the driven wheel 30 and the first torque limiting member 50 are stacked in sequence in the stacking direction. The separator 80 is located between the bottom wall of the mounting guide groove 14 and the outer peripheral surface of the driven wheel 30, so that the separator 80 can separate the second torque limiting member 60 from the second elastic member 70, thereby providing a friction surface for the second torque limiting member 60, preventing the second torque limiting member 60 from moving relative to the second elastic member 70 and the outer wheel assembly 10, thereby affecting the torque limiting effect of the vibration reduction assembly.

[0062] In the axial direction perpendicular to the outer wheel assembly 10, the second torque limiting member 60 is located between the side of the bottom wall of the separating member 80 close to the mounting guide groove 14 and the side of the outer peripheral surface of the separating member 80 close to the driven wheel 30, so that the surface of the second torque limiting member 60 away from the first protrusion 32 is completely in contact with the separating member 80, so that the surface of the second torque limiting member 60 away from the first protrusion 32 is evenly subjected to the friction force of the separating member 80, thereby avoiding uneven friction force on the surface of the second torque limiting member 60 away from the first protrusion 32 affecting the structural stability of the second torque limiting member 60.

[0063] In one implementation, see Figure 2The outer wheel assembly 10 includes an outer wheel 16 and a flexible disk 17, and the outer wheel 16 and the flexible disk 17 are detachably connected. In the process of installing the vibration reduction assembly, the second elastic member 70, the separator 80, the second torque limiting member 60, the driven wheel 30 and the first torque limiting member 50 are first placed between the outer wheel 16 and the flexible disk 17 in a stacking order, and then the outer wheel 16 and the flexible disk 17 are connected, so that the second elastic member 70, the separator 80, the second torque limiting member 60, the driven wheel 30 and the first torque limiting member 50 are sandwiched between the outer wheel 16 and the flexible disk 17. Splitting the outer wheel assembly 10 into the outer wheel 16 and the flexible disk 17 avoids the difficulty of placing the second elastic member 70, the separator 80, the second torque limiting member 60, the driven wheel 30 and the first torque limiting member 50 into the installation guide groove 14, thereby simplifying the installation process of the vibration reduction assembly. At the same time, in response to different maximum torque requirements, different second elastic members 70 need to be replaced. By making the outer wheel 16 and the flexible disk 17 detachably connected, the operation of replacing different second elastic members 70 is simplified.

[0064] The outer wheel 16 has a second through hole 161, and the flexible disk 17 is located on the side of the second through hole 161 away from the first surface 11, and closes the side of the second through hole 161 away from the first surface 11. The flexible disk 17 forms the bottom wall of the first groove 13, which is beneficial to provide space for the setting of the driven wheel 30. At the same time, during the connection process of the outer wheel 16 and the flexible disk 17, the driven wheel 30 can be clamped between the outer wheel 16 and the flexible disk 17.

[0065] The flexible disk 17 has a first axial hole 15 , which passes through the bottom wall of the first groove 13 so that the first axial hole 15 and the first groove 13 are connected. The first axial hole 15 is used to connect the engine crankshaft 90 .

[0066] Optionally, the inner wheel 20 has a second axial hole 21 on the side facing away from the second surface 12, and the central axis of the second axial hole 21 coincides with the central axis of the first axial hole 15, so that the central axis of the engine crankshaft 90 coincides with the central axis of the transmission input shaft 100, so that the power of the engine crankshaft 90 can be better transmitted to the transmission input shaft 100, and the vibration of the inner wheel 20 during the transmission process of the outer wheel assembly 10 to the inner wheel 20 is reduced.

[0067] Optionally, the outer wheel assembly 10 also includes a reinforcement plate 18, which is arranged on the side of the flexible plate 17 facing the driven wheel 30. The reinforcement plate 18 is connected to the flexible plate 17, and in the axial direction of the outer wheel assembly 10, the projection of the reinforcement plate 18 covers the connection projection of the engine crankshaft 90 and the flexible plate 17, so that the reinforcement plate 18 provides a pressure-bearing surface for the connection between the flexible plate 17 and the engine crankshaft 90, preventing the connection between the flexible plate 17 and the engine crankshaft 90 from damaging the flexible plate 17, thereby improving the structural stability of the vibration reduction assembly.

[0068] In one implementation, see Figure 2 and Figure 5 The flexible disk 17 has a first mating piece 171, and the outer wheel 16 has a second mating piece 162. The second mating piece 162 is spaced apart from the first groove 13. The second mating piece 162 and the first mating piece 171 are detachably connected to realize the connection between the outer wheel 16 and the flexible disk 17, thereby improving the stability of the relative position of the outer wheel 16 and the flexible disk 17.

[0069] Optionally, the first mating piece 171 is a rivet, and the second mating piece 162 is a through hole, and the rivet and the through hole are matched and connected to connect the outer wheel 16 to the flexible disk 17. There are multiple first mating pieces 171 and multiple second mating pieces 162, and the multiple second mating pieces 162 are evenly spaced around the first groove 13, and there is a spacing distance between the multiple second mating pieces 162 and the first groove 13 to improve the stability of the connection between the outer wheel 16 and the flexible disk 17.

[0070] In one implementation, see Figure 2 , Figure 3 , Figure 4 and Figure 5 One of the side wall of the first through hole 31 and the outer peripheral surface of the inner wheel 20 has a second groove 33, and the first elastic member 40 fills the second groove 33 so that the first elastic member 40 fits the side wall and the bottom wall of the second groove 33. The first elastic member 40 is completely filled in the second groove 33, which increases the contact area between the first elastic member 40 and the inner wall of the second groove 33, thereby increasing the friction force and improving the stability of the position of the first elastic member 40.

[0071] The other of the side wall of the first through hole 31 and the outer peripheral surface of the inner wheel 20 having the second groove 33 has a second protrusion 22, that is, when the second groove 33 is arranged on the outer peripheral surface of the inner wheel 20, the second protrusion 22 is arranged on the side wall of the first through hole 31, or, when the second groove 33 is arranged on the side wall of the first through hole 31, the second protrusion 22 is arranged on the outer peripheral surface of the inner wheel 20. The second protrusion 22 squeezes part of the first elastic member 40 and fills the second groove 33. The second protrusion 22 cooperates with the second groove 33 to realize the positioning between the inner wheel 20 and the driven wheel 30, which is beneficial to simplify the installation process of the inner wheel 20 and the driven wheel 30 and improve the stability of the installation of the inner wheel 20 and the driven wheel 30; at the same time, the second protrusion 22 applies pressure toward the second groove 33 to the first elastic member 40, which promotes the deformation of the first elastic member 40 toward the second groove 33, so that the first elastic member 40 fills the second groove 33, increasing the contact area between the first elastic member 40 and the side wall of the first groove 13 and the outer peripheral surface of the inner wheel 20, thereby increasing the friction between the first elastic member 40 and the inner wheel 20 and the driven wheel 30, avoiding the first elastic member 40 from moving relative to the driven wheel 30 and the inner wheel 20, and thereby improving the integration stability of the first elastic member 40.

[0072] Optionally, the second groove 33 or the second convex portion 22 on the side wall of the first through hole 31 extends circumferentially on the side wall of the first through hole 31, and the second groove 33 or the second convex portion 22 on the outer circumferential surface of the inner wheel 20 extends circumferentially on the outer surface of the inner wheel 20, so that the contact area between the first elastic member 40 and the driven wheel 30 and the inner wheel 20 is increased, thereby increasing the friction between the first elastic member 40 and the driven wheel 30 and the inner wheel 20, which is conducive to preventing the first elastic member 40 from moving relative to the driven wheel 30 and the inner wheel 20, and the inner wheel 20 and the driven wheel 30 from moving relative to each other, thereby improving the stability of the integration of the first elastic member 40, the inner wheel 20 and the driven wheel 30. Optionally, the second groove 33 is provided on the side wall of the first through hole 31, and the second convex portion 22 is provided on the outer circumferential surface of the inner wheel 20, and the second groove 33 extends circumferentially on the side wall of the first through hole 31, and the second convex portion 22 extends circumferentially on the outer surface of the inner wheel 20.

[0073] Optionally, the second groove 33 or the second convex portion 22 located on the side wall of the first through hole 31 has a spacing distance between the two surfaces opposite to each other in the axial direction of the first through hole 31, and correspondingly, the second groove 33 or the second convex portion 22 located on the outer peripheral surface of the inner wheel 20 has a spacing distance between the two surfaces opposite to each other in the axial direction of the inner wheel 20, which is conducive to increasing the contact area between the first elastic member 40 and the side wall of the first through hole 31 and the outer peripheral surface of the inner wheel 20, thereby increasing the friction between the first elastic member 40 and the inner wheel 20 and the driven wheel 30. Optionally, the second groove 33 is provided on the side wall of the first through hole 31, the second convex portion 22 is provided on the outer peripheral surface of the inner wheel 20, the second groove 33 has a spacing distance between the two surfaces opposite to each other in the axial direction of the first through hole 31, and the second convex portion 22 has a spacing distance between the two surfaces opposite to each other in the axial direction of the inner wheel 20.

[0074] The utility model also provides a vehicle, see Figure 6 The vehicle includes an engine, a gearbox and a vibration reduction assembly of any one of the above embodiments, the engine has an engine crankshaft 90, the gearbox has a gearbox input shaft 100, the engine crankshaft 90 is connected to the outer wheel assembly 10 of the vibration reduction assembly, the gearbox input shaft 100 is connected to the inner wheel 20 of the vibration reduction assembly, the engine is used to drive the outer wheel assembly 10 to rotate, the outer wheel assembly 10 is used to drive the inner wheel 20 and the driven wheel 30 to rotate, and the inner wheel 20 is used to drive the gearbox to rotate.

[0075] When the engine is working, the crankshaft drives the outer wheel assembly 10 to rotate, the outer wheel assembly 10 drives the driven wheel 30 to rotate, the driven wheel 30 drives the inner wheel 20 to rotate, and the inner wheel 20 drives the transmission input shaft 100 to rotate. When the crankshaft undergoes torsional vibration, the outer wheel assembly 10 is forced to vibrate along with the crankshaft, the outer wheel assembly 10 transmits the vibration to the driven wheel 30, and the driven wheel 30 transmits the vibration to the first elastic member 40. The first elastic member 40 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 transmission, thereby realizing the vibration reduction function of the vibration reduction assembly.

[0076] The outer wheel assembly 10 has a fixing hole 172, which is spaced apart from the first axial hole 15. The engine has a fixing member 91, and the fixing member 91 and the fixing hole 172 are detachably connected to achieve the connection between the engine and the outer wheel assembly 10, thereby improving the stability of the relative position of the engine and the vibration damping assembly. The gearbox input shaft 100 is partially located in the second axial hole 21 of the vibration damping assembly and connected to the inner wheel 20 of the vibration damping assembly. The inner wheel 20 has a spline on the side facing away from the second surface 12, and the spline encloses the second axial hole 21. The part of the gearbox input shaft 100 located in the second axial hole 21 and fixedly connected to the inner wheel 20 has an external spline, and the internal spline encloses the second axial hole 21, so that the gearbox input shaft 100 and the inner wheel 20 are fixedly connected by the spline.

[0077] Optionally, the engine crankshaft 90 is partially accommodated in the first shaft hole 15, and partially abuts against the second surface 12 of the outer wheel assembly 10, the fixing hole 172 is a threaded hole, and the fixing member 91 is a bolt, and the bolt is threadedly connected with the threaded hole to connect the engine crankshaft 90 with the vibration reduction assembly. There are multiple fixing holes 172, and the multiple fixing holes 172 are evenly arranged around the first shaft hole 15, and there is a spacing distance between the multiple fixing holes 172 and the first shaft hole 15 to improve the stability of the connection between the engine crankshaft 90 and the vibration reduction assembly. The inner wheel 20 has multiple mounting holes, and the multiple mounting holes penetrate the inner wheel 20 along the axial direction. The multiple mounting holes are arranged one by one with the multiple fixing holes 172, and a single fixing member 91 passes through a single mounting hole and is matched with a single fixing hole 172. After the fixing member 91 is connected with the fixing hole 172, the fixing member 91 is partially accommodated in the accommodation space formed between the bottom wall of the first groove 13 and the inner wheel 20.

[0078] 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.

[0079] 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.

[0080] 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 assembly, wherein the outer wheel assembly 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; A driven wheel is accommodated in the first groove, the driven wheel has a first through hole, the inner wheel is accommodated in the first through hole, and the driven wheel is sandwiched between the outer wheel assembly and the inner wheel; The first elastic member is accommodated in the first through hole, and the first elastic member is sandwiched between the driven 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 bottom wall of the mounting guide groove and the axial direction of the outer wheel assembly from the direction to the opening, and the driven wheel has a first protrusion, which protrudes from the outer peripheral surface of the driven wheel, and the first protrusion is at least partially accommodated in the mounting guide groove.

3. The vibration reduction assembly according to claim 2, characterized in that: There is a spacing distance between the outer circumferential surface of the driven wheel and the inner wall of the first groove.

4. The vibration reduction assembly according to claim 3, characterized in that: The first protrusion has a third surface and a fourth surface opposite to each other in the axial direction of the driven wheel, and the third surface and the fourth surface are spaced apart from the side wall of the mounting guide groove; the vibration damping assembly also includes a first torque limiting member and a second torque limiting member, the first torque limiting member is clamped between the third surface and the side wall of the mounting guide groove, and the second torque limiting member is clamped between the fourth surface and the side wall of the mounting guide groove.

5. The vibration reduction assembly according to claim 4, characterized in that: The first torque limiting member and the second torque limiting member are both located between the bottom wall of the mounting guide groove and the outer peripheral surface of the driven wheel.

6. The vibration reduction assembly according to claim 4, characterized in that: The outer circumferential surface of the first protrusion is connected to both the third surface and the fourth surface, and there is a spacing distance between the outer circumferential surface of the first protrusion and the bottom wall of the installation guide groove.

7. The vibration reduction assembly according to claim 6, characterized in that: The vibration reduction assembly further includes a second elastic member, which is located between the second torque limiting member and the side wall of the mounting guide groove, and at least partially abuts against the second torque limiting member and the side wall of the mounting guide groove.

8. The vibration reduction assembly according to claim 7, characterized in that: The vibration damping assembly also includes a separator, which is clamped between the second torque limiting member and the second elastic member, and the separator is located between the bottom wall of the mounting guide groove and the outer peripheral surface of the driven wheel. In the axial direction perpendicular to the outer wheel assembly, the second torque limiting member is located between a side of the separator close to the bottom wall of the mounting guide groove and a side of the separator close to the outer peripheral surface of the driven wheel.

9. The vibration reduction assembly according to claim 8, characterized in that: The outer wheel assembly includes an outer wheel and a flexible disk, the outer wheel and the flexible disk are detachably connected, the outer wheel has a second through hole, the flexible disk is located on the side of the second through hole away from the first surface, and closes the side of the second through hole away from the first surface, the flexible disk forms the bottom wall of the first groove, the flexible disk has a first axial hole, the first axial hole passes through the bottom wall of the first groove, and the first axial hole is used to connect the engine crankshaft.

10. The vibration reduction assembly according to claim 9, characterized in that: The flexible disk has a first matching piece, and the outer wheel has a second matching piece. The second matching piece is spaced apart from the first groove, and the second matching piece is detachably connected to the first matching piece.

11. The vibration reduction assembly according to claim 9, characterized in that: The inner wheel has a second axial hole on a side facing away from the second surface, the central axis of the second axial hole coincides with the central axis of the first axial hole, and the second axial hole is used to connect the gearbox input shaft.

12. The vibration reduction assembly according to claim 1, wherein: One of the side wall of the first through hole and the outer circumference of the inner wheel has a second groove, and the other of the side wall of the first through hole and the outer circumference of the inner wheel has a second convex portion, and the second convex portion squeezes the first elastic member to fill the second groove.

13. 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 12, wherein the engine has an engine crankshaft, the gearbox has a gearbox input shaft, the engine crankshaft is connected to an outer wheel assembly of the vibration reduction assembly, the gearbox input shaft is connected to an inner wheel of the vibration reduction assembly, the engine is used to drive the outer wheel assembly to rotate, the outer wheel assembly is used to drive the inner wheel and the driven wheel to rotate, and the inner wheel is used to drive the gearbox to rotate.

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