CN212564118U

CN212564118U - Decoupler and vehicle electric drive assembly with decoupler

Info

Publication number: CN212564118U
Application number: CN202021329382.XU
Authority: CN
Inventors: 张剑; 柴少彪; 郭子瑜
Original assignee: SAIC Motor Corp Ltd
Current assignee: SAIC Motor Corp Ltd
Priority date: 2020-07-08
Filing date: 2020-07-08
Publication date: 2021-02-19
Anticipated expiration: 2030-07-08

Abstract

The utility model discloses a decoupler and have automobile-used electric drive assembly of this decoupler, this decoupler include first part, second part and elastomeric element, elastomeric element set up in first part with between the second part, first part with one of the second part can pass through when rotating elastomeric element transmission moment of torsion extremely first part with another one of the second part. The decoupler can be applied to a power transmission path of the electric drive assembly for the vehicle, and the structural design of the decoupler can reduce the order torque amplitude from a power input end to a power output end, so that the vibration noise of a shell of the electric drive assembly is reduced, and the comfort of the whole vehicle is improved.

Description

Decoupler and vehicle electric drive assembly with decoupler

Technical Field

The utility model relates to a vehicle drive technical field especially relates to a decoupler and have automobile-used electricity of this decoupler drive assembly.

Background

In recent years, with the rapid development of electrically driven vehicles, the demand for vibration noise of their electric drive assemblies has been increasing.

The electric drive assembly of the vehicle generally comprises a drive motor and a speed reducer, wherein in the working process of the drive motor, a stator and a rotor structure of the drive motor generate order output torque, the order output torque is transmitted to a shell of the electric drive assembly through a shaft and a bearing, the shell vibrates to radiate noise, and the quality of the whole vehicle and the user experience are seriously influenced.

Therefore, how to reduce the noise of the electric drive assembly for the vehicle and improve the comfort of the whole vehicle becomes a technical problem to be solved by the technical personnel in the field at present.

SUMMERY OF THE UTILITY MODEL

The utility model aims at providing a decoupler and have automobile-used electricity of this decoupler drive assembly, this decoupler can use on the power transmission route of automobile-used electricity drive assembly, and its structural design can realize the reduction of its power input end to power output end's order moment of torsion amplitude to reduce the vibration noise of the casing of electricity drive assembly, promote whole car travelling comfort.

In order to solve the above technical problem, the utility model provides a decoupler, including first part, second part and elastomeric element, elastomeric element set up in first part with between the second part, first part with one of the second part can pass through when rotating elastomeric element transmission moment of torsion extremely first part with another one of the second part.

The decoupler as described above, further comprising a friction member disposed between the first and second members to generate a resistive force upon relative rotation of the first and second members.

In the decoupler as described above, the friction member is fixed to a surface of the first member facing the second member, or the friction member is fixed to a surface of the second member facing the first member.

In the decoupler, a first convex portion is provided on a surface of the first component facing the second component, a second convex portion is provided on a surface of the second component facing the first component, and two ends of the elastic component respectively abut against the first convex portion and the second convex portion.

A decoupler as described above, with two said resilient members disposed between said first and second members;

the first part is provided with two first convex parts, the second part is provided with two second convex parts, two ends of one elastic part are respectively abutted against one first convex part and one second convex part, and two ends of the other elastic part are respectively abutted against the other first convex part and the other second convex part;

or, the first part is only provided with one first convex part, the second part is only provided with one second convex part, two ends of one elastic part respectively abut against one end of the first convex part and one end of the second convex part, and two ends of the other elastic part respectively abut against the other end of the first convex part and the other end of the second convex part.

The decoupler as described above, wherein a boss is provided at a central position of the first and/or second member, the boss is configured to support the friction member, and the first and second protrusions are located on an outer periphery of the boss.

In the decoupler, the elastic component is a spring, or a torsion spring, or an elastic rubber with a set rigidity.

The decoupler as described above, wherein the first member and the second member are each circular in configuration, the first member includes a first disk portion and a cylindrical peripheral wall portion fixedly connected to the first disk portion, and the second member includes a second disk portion, and the cylindrical peripheral wall portion is fitted over the second disk portion.

The decoupler as described above, the cylinder peripheral wall portion has external teeth for meshing with the gear.

The utility model also provides an electric drive assembly for vehicle, including driving motor and reducing gear box, driving motor's output shaft with the input shaft transmission of reducing gear box is connected, driving motor's output shaft through above-mentioned decoupler with the input shaft transmission of reducing gear box is connected, driving motor's output shaft with one rigid coupling in first part with in the second part, the input shaft of reducing gear box with the first part with the other rigid coupling in the second part;

and/or the reduction gearbox comprises at least one gear pair which is meshed with each other, at least one gear in each gear pair is the decoupler, and the first part of the decoupler is provided with external teeth.

The utility model provides a decoupler includes the first part, the second part and be equipped with elastomeric element between the two, and, when one in first part and second part rotates, can transmit the moment of torsion to another in first part and the second part through elastomeric element, the design of this structure can produce the decoupling zero effect, thus, this decoupler is used to automobile-used electricity and drives the assembly back, can set up on the power transmission route of automobile-used electricity drive assembly, power transmission realizes the transmission through this decoupler, can also reduce the order moment of torsion amplitude of automobile-used electricity drive assembly simultaneously, thereby reduce the vibration noise of the casing of automobile-used electricity drive assembly, promote whole car travelling comfort.

Drawings

Fig. 1 is an exploded view of a first embodiment of a decoupler as provided by the present invention;

FIG. 2 is a perspective view of the decoupler of the first embodiment;

FIG. 3 is a schematic cross-sectional view of a decoupler according to a first embodiment;

fig. 4 is an exploded view of a second embodiment of a decoupler as provided by the present invention;

FIG. 5 is a schematic cross-sectional view of a decoupler of a second embodiment;

fig. 6 is a schematic structural diagram of a first embodiment of an electric drive assembly for a vehicle according to the present invention;

fig. 7 is a schematic structural diagram of a second embodiment of an electric drive assembly for a vehicle according to the present invention.

Description of reference numerals:

decouplers

10A, 10B, a first member 11, a first disc portion 111, a cylindrical peripheral wall portion 112, an external tooth 1121, a first projection 113, a second member 12, a second disc portion 121, a second projection 122, a boss 123, an elastic member 13, a friction member 14;

the device comprises a driving motor 20, a motor output shaft 21, a reduction gearbox 30, a reduction gearbox input shaft 31, a first gear 311, a reduction gearbox intermediate shaft 32, a second gear 321, a third gear 322, a reduction gearbox output shaft 33, a fourth gear 331 and a bearing 34.

Detailed Description

In order to make the technical field better understand the solution of the present invention, the following detailed description of the present invention is provided with reference to the accompanying drawings and the detailed description.

Referring to fig. 1 to 3, fig. 1 is an exploded view of a first embodiment of a decoupler according to the present invention; FIG. 2 is a perspective view of the decoupler of the first embodiment; fig. 3 is a schematic cross-sectional view of the decoupler of the first embodiment.

In this embodiment, the decoupler 10A includes a first component 11, a second component 12, and a resilient component 13, wherein the resilient component 13 is disposed between the first component 11 and the second component 12 and is configured to: when one of the first and

second components

11 and 12 rotates, torque can be transmitted to the other of the first and

second components

11 and 12 through the elastic component 13, so as to drive the other to rotate. For example, when the first member 11 is driven by the external driving member to rotate, the elastic member 13 can transmit torque to the second member 12, so as to drive the second member 12 to rotate, and vice versa. It will be appreciated that the rotation of the first and

second members

11, 12 is relatively independent and not synchronised.

The decoupler 10A can be applied to a power transmission path in a power transmission mechanism and used for transmitting torque, when the decoupler 10A is in actual use, decoupling effect can be generated on input rotation torque due to the effect of the elastic component 13, the amplitude of the input torque is reduced, and accordingly vibration noise of the whole system of the power transmission mechanism can be reduced.

Please refer to fig. 6, fig. 6 is a schematic structural diagram of a first embodiment of an electric drive assembly for a vehicle according to the present invention.

The vehicle electric drive assembly provided by the embodiment comprises a driving motor 20 and a reduction gearbox 30, wherein a motor output shaft 21 of the driving motor 20 is in transmission connection with a reduction gearbox input shaft 31 of the reduction gearbox 30, in the embodiment, the decoupler 10A is applied between the driving motor 20 and the reduction gearbox 30, namely, the motor output shaft 21 of the driving motor 20 is in transmission connection with the reduction gearbox input shaft 31 of the reduction gearbox 30 through the decoupler 10A, so that the decoupling effect can be generated on the driving motor 20 through the decoupler 10A, the order output torque amplitude value input to the reduction gearbox input shaft 31 is reduced, the vibration noise of a shell of the vehicle electric drive assembly is reduced, and the comfort of the whole vehicle is improved.

Specifically, the first part 11 of the decoupler 10A is fixedly connected with the motor output shaft 21 of the driving motor 20, specifically, the first part 11 can be connected with the motor output shaft 21 through a spline, the second part 12 is connected with the reduction gearbox input shaft 31, and specifically, the second part 12 can also be connected with the reduction gearbox input shaft 31 through a spline. Of course, the first member 11 may be connected to the reduction gear box input shaft 31 and the second member 12 may be connected to the motor output shaft 21.

In this embodiment, a friction member 14 may also be provided between the first and

second members

11, 12 of the decoupler 10A to create a resistive force upon relative rotation between the first and

second members

11, 12 to provide damping to the decoupler 10A to prevent the entire system from resonating.

The friction member 14 may be configured as a plate-like structure or a disc-like structure, and an existing friction plate or the like may be used.

In a specific embodiment, the friction component 14 may be fixedly connected to the first component 11 or the second component 12, for example, the friction component 14 may be fixedly connected to a surface of the first component 11 facing the second component 12, or fixedly connected to a surface of the second component 12 facing the first component.

It will be appreciated that in order for the friction member 14 to provide resistance to relative rotation of the first and

second members

11, 12, the friction member 14 should be clamped between the first and

second members

11, 12 or the friction member 14 should be squeezed between the first and

second members

11, 12 after assembly.

In theory, the friction member 14 may not be fixed to the first member 11 or the second member 12, but may be clamped between the first member 11 and the second member 12 to generate the aforementioned resistance. In practice, however, it is preferred that the friction member 14 be fixedly attached to either the first member 11 or the second member 12 to prevent the friction member 14 from shifting or falling off and affecting the proper operation of the decoupler 10A.

As shown in fig. 1-3, the first, second and

friction members

11, 12, 14 of the decoupler 10A are all of circular configuration to facilitate the arrangement in this embodiment. It is understood that the first member 11, the second member 12 and the friction member 14 may be provided in other shapes in actual arrangement, but are not limited thereto.

In a specific embodiment, the first protrusion 113 is provided on the surface of the first member 11 facing the second member 12, the second protrusion 122 is provided on the surface of the second member 12 facing the first member 11, and both ends of the elastic member 13 are respectively abutted against the first protrusion 113 and the second protrusion 122, so that the elastic member 13 can be pressed when the first member 11 rotates.

In the illustrated embodiment, the first member 11 and the second member 12 are both circular structures, the first protrusion 113 and the second protrusion 122 are arc-shaped structures, and the elastic member 13 is also arc-shaped.

To facilitate the arrangement of the respective members, the first protrusion 113 and the second protrusion 122 are provided in regions of the first member 11 and the second member 12 near the outer peripheral wall, respectively, and the friction member 14 is provided in a region of the first member 11 and the second member 12 relatively near the center.

Specifically, two elastic members 13 are disposed between the first member 11 and the second member 12, and accordingly, the first member 11 is specifically provided with two first protrusions 113, the second member 12 is specifically provided with two second protrusions 122, two ends of one elastic member 13 respectively abut against one first protrusion 113 and one second protrusion 122, and two ends of the other elastic member 13 respectively abut against the other first protrusion 113 and the other second protrusion 122.

When the decoupler 10A is applied to a power transmission mechanism as set forth above, it can function in both the forward rotation state and the reverse rotation state, and can transmit torque.

Of course, in addition to the two elastic members 13, only one convex portion may be provided for each of the first member 11 and the second member 12, and during assembly, both ends of one elastic member 13 may be respectively abutted against one end of the first convex portion 113 and one end of the second convex portion 122, and both ends of the other elastic member 13 may be respectively abutted against the other end of the first convex portion 113 and the other end of the second convex portion 122.

Specifically, the two elastic members 13 are disposed symmetrically with respect to the rotational center of the decoupler 10A so as to be in a state of action in the normal rotation or the reverse rotation.

The elastic member 13 may be a spring, specifically an arc spring in the illustrated embodiment, or a torsion spring, and may further be provided with an elastic rubber member having a predetermined rigidity.

In addition to the protrusion for limiting the position of the elastic member 13, in order to allow the friction member 14 to be clamped between the first member 11 and the second member 12 after assembly, in the illustrated embodiment, a boss 123 for supporting the friction member 14 is further provided at a middle position of the second member 12 facing the first member 11, and with reference to fig. 2 and 3, the boss 123 is provided to allow the friction member 14 to be clamped between the first member 11 and the second member 12, thereby acting as a resistance during operation.

It will be appreciated that the bosses may be provided on the first part 11, or on both the first part 11 and the second part 12, as is practical.

In a specific embodiment, the first member 11 includes a first disk portion 111 and a cylindrical peripheral wall portion 112 fixed to the first disk portion 111, the first protruding portion 113 is provided on a disk surface of the first disk portion 111 facing the second member 12, the cylindrical peripheral wall portion 112 extends in a direction in which the second member 12 is provided, the second member 12 includes a second disk portion 121, and the second protruding portion 122 and the boss 123 are both provided on a disk surface of the second disk portion 121 facing the first member 11.

After assembly, the cylindrical peripheral wall 112 of the first member 11 may be sleeved on the second disk portion 121, and referring to fig. 1 to 3, the first member 11 and the second member 12 are configured such that the elastic member 13 and the friction member 14 may be located in a relatively closed space, so as to avoid interference from the outside, and improve the operational reliability of the decoupler 10A.

To facilitate the connection of the decoupler 10A to the associated drive shaft, through holes are provided in the middle of the first and

second parts

11, 12 and the friction member 13.

Specifically, the rotational inertia of the first and

second members

11 and 12 of the decoupler 10A, and the stiffness and coulomb damping of the elastic member 13 are set according to the order torque frequency and the vibration isolation coefficient target that need to be reduced in practical application.

Referring to fig. 4 and 5, fig. 4 is an exploded view of a second embodiment of the decoupler of the present invention; fig. 5 is a schematic cross-sectional view of a decoupler according to a second embodiment.

This embodiment provides a decoupler 10B similar in basic structure and principle of operation to the decoupler 10A of the first embodiment described above, except that the decoupler 10B can be used in a power transmission to cooperate with the gearing of a gear. Based on this, the first and

second parts

11 and 12 of the decoupler 10B are each of circular configuration, the specific configuration is similar to that described above and will not be repeated. Only the differences are explained below.

As shown, the cylindrical peripheral wall portion 112 of the first member 11 of this decoupler 10B has external teeth 1121 for meshing with a gear.

Referring to fig. 7, an electric drive assembly for a vehicle according to a second embodiment of the present invention is illustrated, and the decoupler 10B is applied in practice.

As shown in fig. 7, in this embodiment, the vehicle electric drive assembly includes a driving motor 20 and a reduction box 30, and a motor output shaft 21 of the driving motor 20 is in transmission connection with a reduction box input shaft 31 of the reduction box 30.

In the scheme shown in the figure, the reduction gearbox 30 comprises a reduction gearbox input shaft 31, a reduction gearbox intermediate shaft 32 and a reduction gearbox output shaft 33, and all the shafts are connected with the shell of the reduction gearbox 30 through bearings 34.

The first gear 311 is connected to the gearbox input shaft 31, and is engaged with the second gear 321 on the gearbox intermediate shaft 32 to realize power transmission, and the third gear 322 on the gearbox intermediate shaft 32 is engaged with the fourth gear 331 on the gearbox output shaft 33 to realize power transmission.

The first gear 311, the second gear 321, the third gear 322 and the fourth gear 331 in the illustrated embodiment are all the decoupler 10B described above, and it is understood that the decoupler 10B after assembly has external teeth, and in fact, is understood to be a gear structure.

Because the reduction gearbox 30 during operation, its intermeshing's gear can produce order engaging force, transmits to the electricity through axle and bearing 34 and drives the assembly casing, can arouse casing order vibration radiation noise, replaces the gear in the reduction gearbox 30 with decoupler 10B after, through the decoupling zero effect of decoupler 10B, can reduce gear order engaging force amplitude, reaches the purpose that reduces electricity and drives the assembly damping and fall the noise, promotes whole car travelling comfort.

It should be noted here that in the solution shown in fig. 7, all the gears in the reduction gearbox 30 are set in the form of the decoupler 10B, and in practical application, only one or a few of the gears in the reduction gearbox 30 may be set in the form of the decoupler 10B, so that the purpose of vibration reduction and noise reduction can be achieved as well.

In practical application, in conjunction with fig. 6, the decoupler 10A and the decoupler 10B can be used simultaneously in a vehicle electric drive assembly, i.e. one or more or all of the gears in the reduction gearbox 30 are provided in the form of the decoupler 10B on the basis of the drive connection of the motor output shaft 21 of the drive motor 20 via the decoupler 10A to the reduction gearbox input shaft 31.

It should be noted that fig. 6 and 7 are only exemplary illustrations of the structure of the reduction gearbox 30, and the practical application is not limited to the illustrated embodiment.

It is right above the utility model provides a decoupler and have automobile-used electric drive assembly of this decoupler all carry out the detailed introduction. The principles and embodiments of the present invention have been explained herein using specific examples, and the above descriptions of the embodiments are only used to help understand the method and its core ideas of the present invention. It should be noted that, for those skilled in the art, without departing from the principle of the present invention, the present invention can be further modified and modified, and such modifications and modifications also fall within the protection scope of the appended claims.

Claims

1. A decoupler, comprising a first member, a second member, and a resilient member disposed between said first member and said second member, one of said first member and said second member being capable of transmitting torque to the other of said first member and said second member through said resilient member when said one of said first member and said second member is rotated.

2. The decoupler of claim 1, further comprising a friction member disposed between the first and second members to create a resistive force upon relative rotation of the first and second members.

3. A decoupler as claimed in claim 2, wherein the friction member is fixed to the face of the first member facing the second member or wherein the friction member is fixed to the face of the second member facing the first member.

4. The decoupler as in claim 2, wherein a first protrusion is disposed on a surface of the first member facing the second member, a second protrusion is disposed on a surface of the second member facing the first member, and wherein the resilient member abuts the first protrusion and the second protrusion at each end.

5. A decoupler as claimed in claim 4, wherein there are two said resilient members between said first and second members;

6. A decoupler as claimed in claim 4, wherein the first and/or second parts are provided with a boss centrally located thereon for supporting the friction member, the first and second bosses being located on the outer periphery of the boss.

7. A decoupler according to any one of claims 1-6, characterised in that the resilient member is a spring, or a torsion spring, or a resilient rubber with a set stiffness.

8. A decoupler as claimed in any one of claims 1-6, wherein the first and second members are each of circular configuration, the first member including a first disc portion and a cylindrical peripheral wall portion secured to the first disc portion, the second member including a second disc portion, the cylindrical peripheral wall portion being disposed about the second disc portion.

9. The decoupler of claim 8, wherein the cylindrical peripheral wall portion has external teeth for engaging a gear.

10. An electric drive assembly for a vehicle, which comprises a drive motor and a reduction gearbox, wherein an output shaft of the drive motor is in transmission connection with an input shaft of the reduction gearbox, and is characterized in that the output shaft of the drive motor is in transmission connection with the input shaft of the reduction gearbox through a decoupler according to any one of claims 1 to 8, the output shaft of the drive motor is fixedly connected with one of the first part and the second part, and the input shaft of the reduction gearbox is fixedly connected with the other of the first part and the second part;

and/or the reduction gearbox comprises at least one intermeshing gear pair, at least one gear of each said gear pair being a decoupler according to claim 9.