Vibration absorption connecting structure and vehicle

Abstract

The utility model relates to the technical field of vehicle production and manufacturing, in particular to a vibration absorption connecting structure and a vehicle. By inserting the connecting part into the shaft hole and arranging the torsion part at the interval, when the second shaft drives the first shaft to rotate, the torsion of the second shaft is transmitted to the first shaft through the torsion part, and the torsion part can absorb part of initial torsion through the elasticity of the torsion part, so that the torsion of the second shaft is more smoothly transited to the first shaft; therefore, the longitudinal shaking problem of the vehicle can be reduced during low-speed starting, and the riding comfort and subjective feeling of the whole vehicle are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle production and manufacturing, and particularly relates to a vibration absorption connection structure and a vehicle. Background Art

[0002] The rapid economic development has promoted the growth of the number of resident-owned cars, and at the same time has exacerbated problems such as energy shortage and environmental pollution. The problems of automotive energy and environment are a major challenge faced globally. New energy vehicles have emerged as the times require, and the power systems of motors and reducers are gradually replacing engines and gearboxes. At the same time, consumers have higher and higher requirements for the vibration and noise (English name: Noise Vibration and Harshness, abbreviated as NVH) performance of cars. Since the drive system of an electric vehicle composed of a motor, a reducer, a half shaft and a tire does not have a traditional clutch or a torsional vibration damping device such as a dual-mass flywheel, the motor and the reducer can be connected by a spline. However, such a design often causes longitudinal jitter problems of the vehicle during low-speed starting, affecting the ride comfort of the whole vehicle and resulting in a poor subjective feeling. More seriously, due to manufacturing precision problems of the spline, knocking problems occur when the vehicle accelerates and decelerates instantly, generating abnormal noises and causing customer complaints. Summary of the Utility Model

[0003] The purpose of this application is to provide a vibration absorption connection structure and a vehicle.

[0004] This application provides a vibration absorption connection structure, including: a first shaft, which forms a shaft hole; a second shaft, which includes a main body part and a connecting part, the main body part connects the connecting part, the connecting part is inserted into the shaft hole, and the diameter of the connecting part is smaller than that of the main body part to form a stepped surface at the connection between the connecting part and the main body part, and there is a distance between the stepped surface and the end surface of the first shaft; a torsion member, which is sleeved on the connecting part at the distance, one side of the torsion member is connected to the first shaft, the other side of the torsion member is connected to the second shaft, and during the process of the second shaft driving the first shaft to rotate, the torque vibration between the shaft hole and the connecting part is absorbed.

[0005] In an exemplary embodiment of this application, a first card slot is formed on one side of the first shaft close to the stepped surface, and a second card slot is provided on the stepped surface; a first buckle is formed on one side of the torsion member close to the first shaft, and a second buckle is formed on one side of the torsion member close to the stepped surface, the first buckle is clamped in the first card slot, and the second buckle is clamped in the second card slot.

[0006] In an exemplary embodiment of the present application, the torsion member is a spring, and the first buckle and the second buckle are formed on both sides of the spring, the first buckle includes a first bending portion, and the second buckle includes a second bending portion, and the bending direction of the first bending portion is opposite to the bending direction of the second bending portion.

[0007] In an exemplary embodiment of the present application, the first card slot is provided with a first baffle, and the second card slot is provided with a second baffle, the notch of the first baffle connected to the first card slot is located in the first bending portion, and the notch of the second baffle connected to the second card slot is located in the second bending portion.

[0008] In an exemplary embodiment of the present application, a keyway is formed on the inner side wall of the shaft hole, and a key is formed on the outer side wall of the connecting portion, and the key is located in the keyway.

[0009] In an exemplary embodiment of the present application, a plurality of keyways are arranged at intervals along the inner wall of the shaft hole, a plurality of keys are arranged at intervals along the outer wall of the connecting portion, and each key is correspondingly arranged in each keyway.

[0010] In an exemplary embodiment of the present application, the width of the keyway gradually increases from the axis of the axial hole to the inner wall of the axial hole, and the width of the key gradually increases from the axis of the connecting part to the outer wall of the connecting part.

[0011] In an exemplary embodiment of the present application, a gear is formed on the outer side wall of the first shaft, and the gear is a helical gear, and the gear is used to connect to a reducer.

[0012] In an exemplary embodiment of the present application, the main body is extended to a side away from the first axis, and the main body is used to connect to a motor.

[0013] The present application also provides a vehicle, comprising the vibration absorbing connection structure.

[0014] A vibration-absorbing connection structure and vehicle of the present application scheme have the following beneficial effects: by inserting the connection part into the shaft hole and arranging the torsion piece at the spacing, when the second shaft drives the first shaft to rotate, the torque of the second shaft will first pass through the torsion piece and then be transmitted to the first shaft. The torsion piece can absorb part of the initial torque through its own elasticity, so that the torque of the second shaft can be more smoothly transitioned to the first shaft, thereby absorbing the torque vibration of the shaft hole and the connection part, thereby reducing the longitudinal vibration problem of the vehicle during low-speed starting and improving the ride comfort and subjective feeling of the whole vehicle.

[0015] Other features and advantages of the present application will become apparent from the following detailed description, or may be learned in part by the practice of the present application.

[0016] It should be understood that the above general description and the following detailed description are only exemplary and explanatory, and do not limit this application. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings herein are incorporated into and constitute a part of this specification, showing embodiments consistent with this application, and are used together with the specification to explain the principles of this application. Obviously, the accompanying drawings in the following description are only some embodiments of this application, and those of ordinary skill in the art can obtain other drawings based on these drawings without creative efforts.

[0018] Figure 1 is a schematic structural diagram of a vibration absorption connection structure in an embodiment of the present utility model;

[0019] Figure 2 is a schematic structural diagram of a first shaft in an embodiment of the present utility model;

[0020] Figure 3 is a schematic structural diagram of a second shaft in an embodiment of the present utility model;

[0021] Figure 4 is a schematic structural diagram of a torsion member in an embodiment of the present utility model;

[0022] Figure 5 is a schematic cross-sectional view of applying the vibration absorption structure to a motor and a reducer in an embodiment of the present utility model;

[0023] Figure 6 is a schematic structural diagram of applying the vibration absorption structure to a motor and a reducer in an embodiment of the present utility model.

[0024] Description of the Reference Numerals:

[0025] 10, first shaft; 11, shaft hole; 111, keyway; 12, first card slot; 13, first retaining piece; 20, second shaft; 21, main body part; 22, connecting part; 221, key; 23, step surface; 231, second card slot; 232, second retaining piece; 24, spacing; 30, torsion member; 31, first buckle; 311, first bending part; 32, second buckle; 321, second bending part; 40, gear; 50, motor. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0026] Now, the exemplary embodiments will be described more fully with reference to the accompanying drawings. However, the exemplary embodiments can be implemented in various forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be more complete and comprehensive, and the concept of the exemplary embodiments will be fully conveyed to those skilled in the art.

[0027] In addition, the described features, structures, or characteristics may be combined in one or more embodiments in any suitable manner. In the following description, numerous specific details are provided to give a thorough understanding of the embodiments of the present application. However, those skilled in the art will realize that the technical solutions of the present application may be practiced without one or more of the specific details, or other methods, components, devices, steps, etc. may be adopted. In other cases, well-known methods, devices, implementations, or operations are not shown or described in detail to avoid obscuring aspects of the present application.

[0028] The present application will be further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be noted here that the technical features involved in the various embodiments of the present application described below can be combined with each other as long as they do not conflict with each other. The embodiments described below by referring to the accompanying drawings are exemplary and are intended to explain the present application, and should not be construed as limiting the present application.

[0029] It should be noted that: "a plurality of" mentioned in this article refers to two or more. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B may represent: A exists alone, A and B exist simultaneously, and B exists alone. The character " / " generally represents an "or" relationship between the associated objects before and after.

[0030] The rapid economic development has promoted the growth of the number of resident-owned cars, and at the same time has also exacerbated problems such as energy shortage and environmental pollution. The problems of automotive energy and environment are a major challenge faced globally. New energy vehicles have emerged as the times require, and the power systems of motors and reducers are gradually replacing engines and gearboxes. At the same time, consumers have higher and higher requirements for the vibration and noise (English name: Noise Vibration and Harshness, abbreviated as NVH) performance of cars. Since the drive system of electric vehicles composed of motors, reducers, half shafts, and tires does not have a traditional clutch or devices such as dual-mass flywheels to attenuate torsional vibration, the motor and the reducer can be connected by splines. However, such a design often causes longitudinal jitter problems of the vehicle during low-speed starting, affecting the ride comfort of the whole vehicle and resulting in a poor subjective feeling. More seriously, due to manufacturing precision problems of the splines, knocking problems occur when the vehicle accelerates and decelerates instantly, generating abnormal noises and causing customer complaints.

[0031] To solve the above technical problems, refer to Figures 1 to 4As shown in the figure, the present application provides a vibration absorption connection structure, including a first shaft 10, a second shaft 20 and a torsion member 30. The first shaft 10 forms a shaft hole 11; the second shaft 20 includes a main body portion 21 and a connecting portion 22. The main body portion 21 is connected to the connecting portion 22, and the connecting portion 22 is inserted into the shaft hole 11. The diameter of the connecting portion 22 is smaller than the diameter of the main body portion 21 to form a stepped surface 23 at the connection between the connecting portion 22 and the main body portion 21. There is a distance 24 between the stepped surface 23 and the end surface of the first shaft 10; the torsion member 30 is sleeved on the connecting portion 22 at the position of the distance 24. One side of the torsion member 30 is connected to the first shaft 10, and the other side of the torsion member 30 is connected to the second shaft 20. During the process of the second shaft 20 driving the first shaft 10 to rotate, the torque vibration between the shaft hole 11 and the connecting portion 22 is absorbed. Thus, by inserting the connecting portion 22 into the shaft hole 11 and arranging the torsion member 30 at the distance 24, when the second shaft 20 drives the first shaft 10 to rotate, the torque of the second shaft 20 will first pass through the torsion member 30 and then be transmitted to the first shaft 10. The torsion member 30 can absorb part of the initial torque through its own elasticity, making the torque of the second shaft 20 transition to the first shaft 10 more smoothly, thereby absorbing the torque vibration between the shaft hole 11 and the connecting portion 22. Therefore, the longitudinal jitter problem of the vehicle can be reduced during low-speed starting, and the ride comfort and subjective feeling of the whole vehicle can be improved.

[0032] In some embodiments, the first shaft 10 can be the input shaft of a speed reducer, and the second shaft 20 can be the output shaft of a motor 50. Since the first shaft 10 and the second shaft 20 are in shaft hole 11 fit, the main body portion 21 and the connecting portion 22 are of circular shaft structure, and the connecting portion and the main body portion 21 can be integrally provided.

[0033] In some embodiments, referring to Figure 1 As shown in the figure, the width of the stepped surface 23 preferably can accommodate the torsion member 30, and the width of the stepped surface 23 can also be made larger than that of the torsion member 30 so that the torsion member 30 does not protrude, thereby being able to include the integrity of the first shaft 10, the second shaft 20 and the torsion member 30, which is convenient for assembly and transportation.

[0034] In some embodiments, referring to Figure 1 As shown in the figure, the torsion member 30 is an annular member, and the torsion member 30 can be an elastic spring, plastic part, airbag, etc. Here, mainly a spring is used for illustration.

[0035] In some embodiments, referring to Figure 2 and Figure 3As shown, on one side of the first shaft 10 close to the step surface 23, a first clamping groove 12 is formed, and a second clamping groove 231 is provided on the step surface 23; on one side of the torsion member 30 close to the first shaft 10, a first buckle 31 is formed, and on one side of the torsion member 30 close to the step surface 23, a second buckle 32 is formed. The first buckle 31 is clamped in the first clamping groove 12, and the second buckle 32 is clamped in the second clamping groove 231. By forming the first clamping groove 12 on the first shaft 10 and the second clamping groove 231 on the step surface 23, clamping connection is achieved in cooperation with the first buckle 31 and the second buckle 32. During assembly, the torsion member 30 is sleeved on the connecting portion 22, the second buckle 32 is clamped in the second clamping groove 231, then the connecting portion 22 and the shaft hole 11 are assembled, and the first buckle 31 is clamped in the first clamping groove 12. When the second shaft 20 drives the first shaft 10 to rotate, due to the cooperation between the first buckle 31 and the first clamping groove 12, and the cooperation between the second buckle 32 and the second clamping groove 231, part of the torque can be transmitted to the torsion member 30.

[0036] In some embodiments, referring to Figure 4 As shown, the torsion member 30 is a spring, and the first buckle 31 and the second buckle 32 are formed on both sides of the spring. The first buckle 31 includes a first bending portion 311, and the second buckle 32 includes a second bending portion 321. The bending directions of the first bending portion 311 and the second bending portion 321 are opposite. When the torsion member 30 is arranged as a spring, the spring is a spiral structure. For the convenience of manufacturing, the first bending portion 311 is formed on the first buckle 31 and the second bending portion 321 is formed on the second buckle 32. Such a design can be formed only through the bending process, with a simple structure and easy manufacturing, and good stability.

[0037] In some embodiments, in combination with Figures 2 to 4 As shown, the first clamping groove 12 is provided with a first retaining piece 13, and the second clamping groove 231 is provided with a second retaining piece 232. The first retaining piece 13 connecting the notch of the first clamping groove 12 is located within the first bending portion 311, and the second retaining piece 232 connecting the notch of the second clamping groove 231 is located within the second bending portion 321. By providing the first retaining piece 13 at the notch of the first clamping groove 12 and the second retaining piece 232 at the notch of the second clamping groove 231, the cooperation between the first retaining piece 13 and the first bending portion 311, and the cooperation between the second retaining piece 232 and the second bending portion 321 can make the connection of both ends of the spring more stable and not easily fall off when stressed.

[0038] In some embodiments, referring to Figures 5 to 6As shown, the inner wall of the shaft hole 11 forms a keyway 111, and the outer wall of the connecting portion 22 forms a key 221, and the key 221 is located in the keyway 111. The second shaft 20 drives the first shaft 10 to rotate by the cooperation of the key 221 and the keyway 111. Due to the manufacturing precision, there is always a gap between the cooperation of the key 221 and the keyway 111, and there may be a knocking sound when the second shaft 20 drives the first shaft 10 to rotate. In the case of the matched torsion piece 30, the knocking sound can be reduced, thereby improving the vehicle experience and the NVH performance of the vehicle.

[0039] In some embodiments, reference Figures 5 to 6 As shown, a plurality of key slots 111 are arranged at intervals along the inner side wall of the shaft hole 11, and a plurality of keys 221 are arranged at intervals along the outer side wall of the connecting portion 22, and each key 221 is correspondingly arranged in each key slot 111. In order to ensure that the key 221 and the key slot 111 can withstand greater torque when the second shaft 20 drives the first shaft 10 to rotate, it is necessary to set the number of keys 221 and key slots 111 to be multiple, so that the torque can be transmitted to different keys 221 during rotation to avoid the breakage of the key 221.

[0040] In some embodiments, reference Figures 5 to 6 As shown, the width of the keyway 111 gradually increases from the axis of the shaft hole 11 to the inner side wall of the shaft hole 11, and the width of the key 221 gradually increases from the axis of the connecting portion 22 to the outer side wall of the connecting portion 22. The width of the keyway 111 gradually increases to form a keyway 111 structure similar to a trapezoidal structure, and the width of the key 221 gradually increases to form a key 221 structure similar to a trapezoidal structure. Such a structure has better matching accuracy and can also have better stability.

[0041] In some embodiments, reference Figure 6 As shown, a gear 40 is formed on the outer wall of the first shaft 10. The gear 40 is a helical gear and is used to connect the reducer. The gear 40 can be assembled on the second shaft 20 or can be integrally provided with the first shaft 10 and formed by turning, hobbing, etc. on the blank of the first shaft 10.

[0042] In some embodiments, reference Figure 6 As shown, the main body 21 is extended to the side away from the first shaft 10, and the main body 21 is used to connect the motor 50. Specifically, the main body 21 is the rotor shaft, and the main body 21 is the extension shaft of the rotor shaft to the reducer, and the main body shaft is connected to the electrode rotor.

[0043] In this application, on the one hand, by inserting the connecting part 22 into the shaft hole 11 and arranging the torsion member 30 at the spacing 24, when the second shaft 20 drives the first shaft 10 to rotate, the torque of the second shaft 20 will first pass through the torsion member 30 and then be transmitted to the first shaft 10. The torsion member 30 can absorb part of the initial torque through its own elasticity, making the torque of the second shaft 20 transition to the first shaft 10 more smoothly, thereby absorbing the torque vibration between the shaft hole 11 and the connecting part 22. As a result, the longitudinal jitter problem of the vehicle can be reduced during low-speed start-up, and the ride comfort and subjective feeling of the whole vehicle can be improved. On the other hand, the second shaft 20 drives the first shaft 10 to rotate through the cooperation of the key 221 and the keyway 111. Due to manufacturing precision, there is always a gap between the key 221 and the keyway 111, and there may be knocking sounds when the second shaft 20 drives the first shaft 10 to rotate. In the case of the cooperating torsion member 30, the knocking sound can be reduced, thereby improving the vehicle use experience and the NVH performance of the vehicle.

[0044] This application also provides a vehicle, including the above-mentioned vibration-absorbing connection structure.

[0045] In this application, unless otherwise clearly specified and limited, terms such as "arrange (be provided with)" and "connect" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to specific situations.

[0046] In the description of this specification, the description referring to terms such as "some embodiments" means that the specific features, structures, materials or characteristics described in connection with the embodiment are included in at least one embodiment of this application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0047] Although the embodiments of this application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting this application. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application. Therefore, any changes or modifications made according to the claims and the description of this application shall fall within the scope covered by the patent of this application.

Claims

1. A vibration absorbing connection structure, characterized in that: include: a first shaft, wherein the first shaft forms a shaft hole; a second shaft, the second shaft comprising a main body and a connecting part, the main body being connected to the connecting part, the connecting part being inserted into the shaft hole, the connecting part having a diameter smaller than the main body so as to form a step surface at the connection between the connecting part and the main body, the step surface being spaced apart from the end surface of the first shaft; A torsion piece, wherein the torsion piece is sleeved on the connection portion and located at the spacing, one side of the torsion piece is connected to the first shaft, and the other side of the torsion piece is connected to the second shaft. When the second shaft drives the first shaft to rotate, the torque vibration between the shaft hole and the connection portion is absorbed.

2. The vibration absorbing connection structure according to claim 1, characterized in that: A first slot is formed on the side of the first shaft close to the step surface, and a second slot is provided on the step surface; a first buckle is formed on the side of the torsion member close to the first shaft, and a second buckle is formed on the side of the torsion member close to the step surface, the first buckle is connected to the first slot, and the second buckle is connected to the second slot.

3. The vibration absorbing connection structure according to claim 2, characterized in that: The torsion member is a spring, and the first buckle and the second buckle are formed on both sides of the spring. The first buckle includes a first bending portion, and the second buckle includes a second bending portion. The bending direction of the first bending portion is opposite to the bending direction of the second bending portion.

4. The vibration absorbing connection structure according to claim 3, characterized in that: The first card slot is provided with a first blocking piece, the second card slot is provided with a second blocking piece, the notch of the first blocking piece connected to the first card slot is located in the first bending portion, and the notch of the second blocking piece connected to the second card slot is located in the second bending portion.

5. The vibration absorbing connection structure according to claim 1, characterized in that: The inner side wall of the shaft hole forms a keyway, the outer side wall of the connecting portion forms a key, and the key is located in the keyway.

6. The vibration absorbing connection structure according to claim 5, characterized in that: A plurality of keyways are arranged at intervals along the inner side wall of the shaft hole, a plurality of keys are arranged at intervals along the outer side wall of the connecting portion, and each key is correspondingly arranged in each keyway.

7. The vibration absorbing connection structure according to claim 5, characterized in that: The width of the keyway gradually increases from the axis of the shaft hole to the inner wall of the shaft hole, and the width of the key gradually increases from the axis of the connecting portion to the outer wall of the connecting portion.

8. The vibration absorbing connection structure according to claim 1, characterized in that: A gear is formed on the outer side wall of the first shaft. The gear is a helical gear and is used to connect to a reducer.

9. The vibration absorbing connection structure according to claim 1, characterized in that: The main body is extended to a side away from the first axis, and the main body is used to connect to a motor.

10. A vehicle, characterized in that: The invention comprises the vibration absorbing connection structure according to any one of claims 1 to 9.

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