WO2022033017A1

WO2022033017A1 - Flexible transmission system for new energy vehicle

Info

Publication number: WO2022033017A1
Application number: PCT/CN2021/079061
Authority: WO
Inventors: 范乃鹏
Original assignee: 浙江盘毂动力科技有限公司
Priority date: 2020-08-13
Filing date: 2021-03-04
Publication date: 2022-02-17
Also published as: CN111911613A

Abstract

A flexible transmission system for a new energy vehicle, comprising: a drive motor (2), a reduction gearbox (3), and a torsional vibration damping device (1) disposed between the drive motor and the reduction gearbox. The torsional vibration damping device comprises a housing (11) and a torsional vibration damping mechanism (12). The housing is used for connecting the drive motor and the reduction gearbox; and the torsional vibration damping mechanism is arranged in the housing and comprises: a first rigid member (121) drivingly connected to the drive motor, a second rigid member (122) drivingly connected to the reduction gearbox, and a flexible member (123) disposed between the first rigid member and the second rigid member. The first rigid member and the second rigid member are opposite and separate from each other, and the flexible member has a first end face (1231) and a second end face (1232) that are opposite, the first end face being connected to the first rigid member, and the second end face being connected to the second rigid member. The system can reduce vibration and noise of the drive motor and the reduction gearbox during operation.

Description

Flexible transmission system for new energy vehicles

technical field

The invention relates to the technical field of new energy vehicles, in particular to a flexible transmission system for new energy vehicles.

Background technique

With the development of science and technology, people's awareness of environmental protection is getting stronger and stronger, and due to the non-renewable energy such as gasoline and diesel, people are urged to develop renewable and environmentally friendly energy sources for use in vehicles, so as to alleviate the many existing and urgent problems that need to be solved. .

Vehicles powered by traditional fuels, such as gasoline and diesel, are powered by engines. The power output path of the vehicle is engine-clutch-gearbox-transmission shaft-final reducer-axle shaft-wheel end. Through this power output path, the power generated by the engine can be finally transmitted to the wheel end, so that the vehicle can move forward. However, the structure of the conventional engine on the market is a crankshaft-piston four-stroke engine, and the fuel is compressively ignited or ignited only in the starting stroke of the engine to perform work on the entire vehicle. In order to ensure the uniformity and balance of the operation of a four-stroke engine (taking a four-stroke diesel engine as an example), each cylinder must complete a power cycle for every two revolutions of the crankshaft. Therefore, for each revolution of the four-cylinder engine, the crankshaft will fire twice, and for each revolution of the six-cylinder engine, the crankshaft will fire three times, which means that for each revolution of the four-cylinder engine, the crankshaft will be fired twice Torque shock, every rotation of the crankshaft of the six-cylinder engine will bring three torque shocks to the crankshaft, followed by vibration and noise. In order to eliminate the influence of the periodic inherent vibration and noise of the engine, in the development of automobile technology in the past hundred years, people have invented a number of NVH (namely Noise, Vibration and Harshness of the English abbreviation of Harshness) Performance technologies, such as adding a torsional damper to the front of the crankshaft, integrating a torsional damper on the clutch, and making the engine flywheel a dual-mass flywheel (which is also a form of torsional damper in nature), plus the entire vehicle Sound insulation and noise reduction materials have greatly improved the NVH performance of modern vehicles. So that the driver and passengers can get a very comfortable experience when riding in the car.

However, with the depletion of gasoline, diesel and other energy sources and the adverse impact on the environment, after 2010, domestic new energy vehicles began to be popularized and gradually replaced vehicles powered by traditional fuels. Especially in the field of commercial vehicles and passenger vehicles, new energy vehicles have been greatly developed. There are three main technical routes for the power system of new energy vehicles: gasoline-electric hybrid power system, motor-driven power system and hydrogen fuel cell power system. In the initial stage of promotion, new energy vehicles are mainly based on the hybrid technology route of gasoline and electricity. However, with the development of technology, the current technical route is mainly the motor-driven power system, and the technical route of the hydrogen fuel cell power system may be developed in the future.

Since the power output path used by pure electric vehicles is battery-motor-reduction box (the whole vehicle has a reduction box or no reduction box, the technical route of different vehicles is different)-main reducer (the whole vehicle has a main reducer or no reducer, different Vehicle technical route is different) - wheel end. Since the motor runs smoothly and has low noise, up to now, the motor and the wheel end are all mechanically rigidly connected, and no damping and vibration-absorbing components are used in the power system. However, with the in-depth use of this technical route, vibration and noise problems and damage to system components are gradually exposed during use. Specifically, due to the torque fluctuation and vibration noise generated by the output of the motor, the rigidity is transmitted to the output structure or system at the rear end of the motor, thereby causing greater vibration or noise to the entire power system body, the entire set of mechanisms or the entire vehicle. In severe cases, system resonance can shorten the life of components, systems, entire mechanisms or the entire vehicle. However, as of now, there is no good solution. Through the understanding of the working characteristics of the motor, there are still torque fluctuations and vibration noise when the motor is working. The vibration and noise of the motor system mainly come from three aspects: cogging torque, axial force wave excitation and motor torque fluctuation caused by the controller control program. These torque fluctuations are directly transmitted to the gear structure at the rear end of the motor through the spline shaft, which will bring gear impact noise, reverse impact noise and vibration, and will also adversely affect the reliability and life of the gear. It is very necessary to increase the torsional vibration damping mechanism at the end. A specific torsional vibration damping mechanism is installed on the crankshaft to generate damping torque or reverse torque to reduce the amplitude of crankshaft torsional vibration, so that the torque fluctuation output from the motor can be flexibly transmitted to the rear gear system, thereby reducing system noise. and vibration, while improving the service life of components.

However, the working characteristics of the motor and the engine are quite different and the structure of the output end is different, and the torsional vibration damping mechanism of the motor drive system cannot directly use the torsional vibration damping mechanism in the traditional power system. The main reason is that the speed of the traditional diesel engine is below 2500rad, but the motor can work below 10000rad. The current torsional damping mechanism can meet the dynamic balance problem in the working range below 2500rad. However, it cannot meet the dynamic balance in the working range below 10000rad. balance issue. And the traditional vehicle system itself has a clutch separation device. Specifically, the crankshaft at the output end of the traditional vehicle engine is connected to the engine flywheel, and the clutch is placed between the gearbox and the flywheel. The clutch is mainly composed of a pressure plate, a torsional shock absorber, and a friction plate. When the vehicle is running, the clutch friction plate and the flywheel are Fitting, the engine power is transmitted to the splines rigidly connected to the friction plates through the friction force of the friction plates, and the splines are connected to the input shaft of the gearbox, so as to continuously transmit the engine power to the rear end. The transmission separates the friction plates from the flywheel, interrupting the transmission of the powertrain to the rear end. At this time, the normal gear shift can be performed. After the gear shift is completed, the clutch pedal is released, the friction plate is reconnected to the flywheel, and the power can continue to be transmitted to the rear end. Since the clutch body integrates a torsional shock absorber, the torque fluctuation of the engine can be attenuated and transmitted by the torsional shock absorber, and at the same time, rigid power transmission is avoided, thereby improving the NVH performance of the power system. However, this set of clutch and separation device cannot be applied to the motor-driven new energy powertrain. For example, the power transmission between the motor and the reduction box does not require a friction plate structure, and the reduction box behind the motor is a fixed speed ratio structure, which does not require a friction plate structure. Shift separation structure. And because the clutch needs to be disassembled and assembled frequently, it is a lossy part. Since the tightness between the engine and the gearbox is not required, it can be applied between the engine and the gearbox. However, the tightness between the motor and the gearbox is required to be high, and dust and water proofing is required. If the two are frequently disassembled and assembled, the tightness will easily deteriorate, resulting in poor or even unusable use.

Therefore, the existing torsion damping mechanism cannot be used in the current new energy motor system. It is necessary to invent a new torsion damping mechanism according to the current system working characteristics and structure to meet the needs of the new energy power system.

SUMMARY OF THE INVENTION

In view of this, the present invention provides a flexible transmission system for a new energy vehicle, including a drive motor and a reduction box, and a flexible transmission system disposed between the drive motor and the reduction box for connecting the drive motor The output power is flexibly transmitted to the torsional vibration damping device of the reduction box; the torsional vibration damping device comprises:

a housing for connecting the drive motor and the reduction gearbox;

A torsional vibration damping mechanism, arranged in the housing, includes a first rigid part drivingly connected to the driving motor, a second rigid part drivingly connected to the reduction box, and a second rigid part that is connected to the first rigid part and the the first rigid part and the second rigid part are opposite and separated; the flexible part has opposite first end faces and second end faces, and the first end faces are connected In the first rigid part, the second end face is connected to the second rigid part.

Optionally, the first rigid member includes a first body drivingly connected to the driving motor and a first ring edge disposed on the edge of the first body; the second rigid member includes a driving connection to the speed reducer the second body of the box and the second ring edge arranged on the edge of the second body; the first ring edge and the second ring edge are arranged oppositely;

The flexible member further has a side surface connecting the first end surface and the second end surface, the first end surface is connected to the first body, the second end surface is connected to the second body, and the side surface is connected to the second body. connected to the first loop edge or the second loop edge.

Optionally, when the side surface is connected to the first ring edge, the first ring edge is located inside the second ring edge, and a first gap is reserved therebetween; and the first ring edge A second gap is reserved between the free end of the edge along its extending direction and the second body.

Optionally, when the side surface is connected to the second ring edge, the second ring edge is located inside the first ring edge, and a third gap is reserved therebetween; and the second ring edge A fourth gap is reserved between the free end of the edge along its extending direction and the first body.

Optionally, the drive motor has a motor output shaft, and the motor output shaft is a first splined shaft; and the reduction box has a reduction box input shaft, and the reduction box input shaft is a second splined shaft; wherein ,

The first body is provided with a first spline groove extending toward the second body at a position corresponding to the first spline shaft for the first spline shaft to be inserted into; and the second body A position corresponding to the second spline shaft is provided with a first spline sleeve extending in a direction away from the first body for inserting the second spline shaft.

Optionally, the drive motor has a motor output shaft; and the reduction box has a reduction box input shaft, and the reduction box input shaft is a third spline shaft; wherein,

The motor output shaft is assembled and matched with the first body through a flange; and the second body is provided with a position corresponding to the third spline shaft extending toward the first body for the purpose of The third spline shaft is inserted into the second spline groove.

Optionally, the reduction box further has a reduction box output shaft;

When the number of the output shaft of the reduction box is one, the output shaft of the reduction box and the input shaft of the reduction box are arranged on the same side; or arranged on the opposite side of the input shaft of the reduction box;

When the number of the output shafts of the reduction box is two, one of the output shafts of the reduction box and the input shaft of the reduction box are arranged on the same side, and the other output shaft of the reduction box is arranged on the opposite side of the input shaft of the reduction box. one side, and the two output shafts of the reduction box are arranged along the same axial direction.

Optionally, the motor output shaft and the gearbox input shaft are arranged along the same axial direction.

Optionally, a mounting portion is provided in the housing for mounting the torsional vibration damping mechanism.

Optionally, the flexible member is made of rubber material.

The technical solutions provided by the embodiments of the present invention may include the following beneficial effects:

The embodiment of the present invention provides a flexible transmission system for a new energy vehicle. By adding a torsional vibration damping device between the driving motor and the reduction box, the power output by the driving motor can be flexibly transmitted to the reduction box. Wherein, since the first rigid part and the second rigid part are opposite and separated, that is, there is no contact between the first rigid part and the second rigid part. Therefore, the driving motor operates to drive the first rigid member to rotate, so as to rigidly transmit kinetic energy to the first rigid member, the first rigid member drives the flexible member to rotate, and the flexible member drives the second rigid member to rotate. Under the buffering action of the flexible part, in the process of the first rigid part transferring kinetic energy to the second rigid part, it is gradually filtered and attenuated by the flexible part, so that when the kinetic energy is transmitted from the second rigid part to the speed reducer, the impact on the speed reducer And the torque toggle is greatly reduced, thereby reducing the vibration and noise of the driving motor and the reduction box during operation, and improving the working conditions of the driving motor and the reduction box.

It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention.

Description of drawings

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the invention and together with the description serve to explain the principles of the invention.

1 is a schematic structural diagram of a flexible transmission system for a new energy vehicle in one state according to an embodiment of the present invention;

Fig. 2 is the structural schematic diagram of the torsional vibration damping device in the state of Fig. 1;

3 is a schematic structural diagram of a flexible transmission system for a new energy vehicle according to an embodiment of the present invention in another state;

4 is a schematic structural diagram of the torsional vibration damping device in the state of FIG. 3;

FIG. 5 is a schematic structural diagram of the reduction box shown in FIG. 1 in one state;

FIG. 6 is a schematic structural diagram of the reduction box shown in FIG. 1 in another state;

FIG. 7 is a schematic structural diagram of the reduction box shown in FIG. 1 in another state;

FIG. 8 is a schematic structural diagram of the reduction gear box shown in FIG. 1 in yet another state.

detailed description

Exemplary embodiments will be described in detail herein, examples of which are illustrated in the accompanying drawings. Where the following description refers to the drawings, the same numerals in different drawings refer to the same or similar elements unless otherwise indicated. The implementations described in the illustrative examples below are not intended to represent all implementations consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with some aspects of the invention as recited in the appended claims.

The terminology used in the present invention is for the purpose of describing particular embodiments only and is not intended to limit the present invention. Unless otherwise defined, technical or scientific terms used in the present invention should have the ordinary meaning as understood by one of ordinary skill in the art to which the present invention belongs. Words like "a" or "an" used in the present specification and claims also do not denote a quantitative limitation, but rather denote the presence of at least one. Words like "include" or "include" mean that the elements or items appearing before "including" or "including" cover the elements or items listed after "including" or "including" and their equivalents, and do not exclude other elements or objects. Words like "connected" or "connected" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. As used in this specification and the appended claims, the singular forms "a," "the," and "the" are intended to include the plural forms as well, unless the context clearly dictates otherwise. It will also be understood that the term "and/or" as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

An embodiment of the present invention provides a flexible transmission system for a new energy vehicle, including a driving motor and a reduction box, and further comprising a flexible transmission system disposed between the driving motor and the reduction box for flexibly transmitting the power output by the driving motor to Torsional vibration damping device for the gearbox. The torsional vibration damping device includes a housing and a torsional vibration damping mechanism. The housing is used to connect the drive motor and the gear box. The torsional vibration damping mechanism is arranged in the housing, and includes a first rigid part drivingly connected to the driving motor, a second rigid part drivingly connected to the reduction box, and a flexible part arranged between the first rigid part and the second rigid part. The first rigid part and the second rigid part are arranged opposite and separated. The flexible member has opposite first end faces and second end faces, the first end face is connected to the first rigid member, and the second end face is connected to the second rigid member.

In the flexible transmission system for a new energy vehicle provided by the embodiments of the present invention, since the first rigid part and the second rigid part are disposed oppositely and separately, that is, there is no contact between the first rigid part and the second rigid part. Therefore, the driving motor operates to drive the first rigid member to rotate, so as to rigidly transmit kinetic energy to the first rigid member, the first rigid member drives the flexible member to rotate, and the flexible member drives the second rigid member to rotate. The flexible member can transmit kinetic energy flexibly. Under the buffering action of the flexible part, in the process of the first rigid part transferring kinetic energy to the second rigid part, it is gradually filtered and attenuated by the flexible part, so that when the kinetic energy is transmitted from the second rigid part to the speed reducer, the impact on the speed reducer And the torque toggle is greatly reduced, thereby reducing the vibration and noise of the driving motor and the reduction box during operation, and improving the working conditions of the driving motor and the reduction box.

FIG. 1 is a schematic structural diagram of a flexible transmission system for a new energy vehicle in one state according to an embodiment of the present invention. FIG. 2 is a schematic structural diagram of the torsional vibration damping device 1 in the state of FIG. 1 . Referring to FIGS. 1 and 2 , the flexible transmission system for new energy vehicles provided by the present invention includes a drive motor 2 and a reduction box 3 , and further includes a torsional vibration damping device 1 arranged between the drive motor 2 and the reduction box 3 . . The drive motor 2 can convert electrical energy into mechanical kinetic energy, and can transmit the kinetic energy to the reduction box 3, and the reduction box 3 transmits the kinetic energy to the main reducer (not shown), and finally transmits the kinetic energy through the main reducer. to the wheel end (not shown) to drive the vehicle. In the current market, some vehicles do not have an additional main reducer, and the kinetic energy of this type of vehicle can be directly transmitted from the reduction box 3 to the wheel end, which is not limited here. Since the rotational speed of the drive motor 2 is less than or equal to 10,000 revolutions, if the reduction box 3 is directly rigidly connected to the drive motor 2, under the high rotational speed of the drive motor 2, the output power of the drive motor 2 is directly transmitted to the reduction box 3, which will cause the two to generate Strong vibration and noise will even directly affect the service life of both. Therefore, by adding a torsional vibration damping device 1 between the drive motor 2 and the reduction box 3, the power output by the drive motor 2 can be flexibly transmitted to the reduction box 3, so that the impact and torque toggling of the reduction box 3 are greatly reduced.

It is worth mentioning that, compared with rigid transmission, flexible transmission is a relative concept, not an absolute concept. For example, when the power is transmitted rigidly between the drive motor 2 and the gear box 3, the drive motor 2 and the gear box 3 run synchronously, both of which will generate strong vibration and noise, affecting the experience of the vehicle. When the power is transmitted flexibly between the drive motor 2 and the reduction box 3, the torsional vibration damping device 1 has the effect of torsional deformation. In this way, there is a time interval between the operation of the drive motor 2 and the reduction box 3, that is, the drive motor 2 first When running, the torsional vibration damping device 1 is driven to run, and the torsional vibration damping device 1 starts torsional deformation. When the torsional deformation reaches the maximum threshold, the reduction box 3 is driven to run. The time interval is the time for torsional deformation of the torsional vibration damping device 1 . In this way, the transmission between the two can be relatively gentle, making the vehicle more stable during driving.

FIG. 3 is a schematic structural diagram of a flexible transmission system for a new energy vehicle according to an embodiment of the present invention in another state. FIG. 4 is a schematic structural diagram of the torsional vibration damping device 1 in the state of FIG. 3 . Referring to FIGS. 1 to 4 , the torsional vibration damping device 1 includes a housing 11 and a torsional vibration damping mechanism 12 .

The housing 11 is used to connect the drive motor 2 and the reduction box 3 . In one embodiment, the housing 11 has a fixing portion 111 for fixedly docking with the driving motor 2 and the reduction box 3 . In a preferred example, the number of the fixing parts 111 can be two, which are respectively located on one end surface of the casing 11 not facing the drive motor 2 and the reduction box 3, and are arranged at intervals along the circumferential direction of the end surface. Of course, the number of the fixing parts 111 is not limited to two, and can be any desired number. Each fixing portion 111 includes two opposite mounting ears 1111 and a connecting piece 1112 connecting the two mounting ears 1111 . The two connecting pieces 1112 are respectively used for fixed connection with the end face of the housing 11 . The mounting ears 1111 at both ends of each connecting piece 1112 are perpendicular to the connecting piece 1112 and extend in a direction away from the housing 11 . One mounting ear 1111 at one end of a connecting piece 1112 is used for fixed connection with the drive motor 2 , and one mounting ear 1111 at the other end of the connecting piece 1112 is used for fixed connection with the reduction box 3 . Preferably, the mounting ears 1111 and the drive motor 2 and the reduction box 3 can be fixed by screws, but not limited to this.

In one embodiment, the housing 11 is provided with a mounting portion for mounting the torsional vibration damping mechanism 12 . Specifically, the casing 11 may preferably adopt a split design. In this way, the torsional vibration damping mechanism 12 can be quickly detached from the installation portion. The gap where the casing 11 is separated is sealed, so that the torsional vibration damping mechanism 12 can have high sealing performance in the installation part. The specific split style of the housing 11 is not limited, and can be set according to actual application scenarios.

Continuing to refer to FIGS. 1 to 4 , since the driving motor 2 will drive the torsional vibration damping mechanism 12 disposed in the installation portion to rotate during the operation process, the shape set by the torsional vibration damping mechanism 12 can determine the smoothness of its rotation. . In one embodiment, the torsional vibration damping mechanism 12 is provided in a disc shape, so that the rotational speed of the torsional vibration damping mechanism 12 is uniform during the rotation process. Therefore, the mounting portion can also be made into a circular groove shape, and a gap is reserved between the torsional vibration damping mechanism 12 and the mounting portion, and the gap is configured so that the torsional vibration damping mechanism 12 can rotate freely in the mounting portion. It will not be touched or even squeezed by the mounting part. Of course, the torsional vibration damping mechanism 12 is not limited to the disk shape, it only needs to ensure that the torsional vibration damping mechanism 12 can rotate freely in the mounting portion, which is not limited here.

Further, the torsional vibration damping mechanism 12 includes a first rigid member 121 drivingly connected to the drive motor 2 , a second rigid member 122 drivingly connected to the reduction box 3 , and a second rigid member 122 disposed between the first rigid member 121 and the second rigid member 122 . The flexible member 123. Wherein, the first rigid member 121 and the second rigid member 122 are disposed opposite and separated, that is, the first rigid member 121 and the second rigid member 122 are not in contact with each other. The flexible member 123 has a first end face 1231 and a second end face 1232 opposite to each other, the first end face 1231 is connected to the first rigid member 121 , and the second end face 1232 is connected to the second rigid member 122 . The first rigid part 121 and the second rigid part 122 can preferably be made of materials with strong rigidity and high hardness, such as steel, iron, etc. The flexible part 123 has the ability to make the transmission between the drive motor 2 and the reduction box 3 suffer. Due to the advantages of reduced shock and torque toggle, it is preferred to use high elastic rubber material.

Further, in this embodiment, the first rigid member 121 includes a first body 1211 for connecting the driving motor 2 and a first ring edge 1212 disposed on the edge of the first body 1211. The second rigid member 122 includes a second body 1221 for connecting the reduction box 3 and a second ring edge 1222 disposed on the edge of the second body 1221 . Preferably, the first ring edge 1212 is perpendicular to the first body 1211 . The second annular edge 1222 is perpendicular to the second body 1221 , and the first annular edge 1212 and the second annular edge 1222 are disposed opposite to each other. That is, the first ring edge 1212 extends toward the direction of the second body 1221 , and the second ring edge 1222 extends toward the direction of the first body 1211 . Since the torsional vibration damping mechanism 12 is arranged in a disc shape, the first body 1211 can be in the shape of a disc, and the first ring edge 1212 can be in a ring shape. Correspondingly, the second body 1221 can also be in the shape of a disc, the second ring edge 1222 can also be in a circular shape, and the flexible member 123 also adopts a disc-shaped structure to connect with the first rigid member 121 and the second rigid member. 122 to fit.

Further, the flexible member 123 also has a side surface 1233 connecting the first end surface 1231 and the second end surface 1232 thereof. The first end surface 1231 is used to connect to the first body 1211 of the first rigid member 121 , the second end surface 1232 is used to connect to the second body 1221 of the second rigid member 122 , and the side surface 1233 is used to connect the first ring edge 1212 or the second Ring edge 1222. The first end surface 1231 and the first body 1211, the second end surface 1232 and the second body 1221, and the side surface 1233 and the first ring edge 1212 or the second ring edge 1222 are all fixedly connected. Specifically, high-strength glue can be used for bonding, or fixed parts such as screws can be used for fixing, at least to ensure that the first rigid part 121 , the flexible part 123 and the second rigid part 122 will not occur during the transmission process. The connection can be disconnected.

In one embodiment, referring to FIGS. 1 and 2 , the side surface 1233 is connected to the first ring edge 1212 . The first ring edge 1212 is located inside the second ring edge 1222 with a first gap 13 reserved therebetween. A second gap 14 is reserved between the free end of the first ring edge 1212 along its extending direction and the second body 1221 . Specifically, if the first annular edge 1212 and the second annular edge 1222 are arranged in parallel, the first gap 13 can form an annular gap, and the second gap 14 can also form an annular gap. Because the annular gap is of a regular shape, the first rigid part 121 , the flexible part 123 and the second rigid part 122 can always be unable to communicate between the first rigid part 121 and the second rigid part 122 during the transmission process. contact, so that the flexible member 123 can fully exhibit its function of reducing the impact and torque toggle between the drive motor 2 and the reduction box 3 due to transmission.

In another embodiment, referring to FIGS. 3 and 4 , the side surface 1233 is connected to the second ring edge 1222 . The second ring edge 1222 is located inside the first ring edge 1212 with a third gap 15 reserved therebetween. A fourth gap 16 is reserved between the free end of the second ring edge 1222 along the extending direction thereof and the first body 1211 . Specifically, if the first annular edge 1212 and the second annular edge 1222 are arranged in parallel, the third gap 15 can form an annular gap, and the fourth gap 16 can also form an annular gap. Because the annular gap is of a regular shape, the first rigid part 121 , the flexible part 123 and the second rigid part 122 can always be unable to communicate between the first rigid part 121 and the second rigid part 122 during the transmission process. contact, so that the flexible member 123 can fully exhibit its function of reducing the impact and torque toggle between the drive motor 2 and the reduction box 3 due to transmission.

The drive motor 2 has a motor output shaft 21 , the reduction box 3 has a reduction box input shaft 31 , and the motor output shaft 21 and the reduction box input shaft 31 are arranged along the same axial direction and oppositely arranged. The motor output shaft 21 is drivingly connected to the first body 1211 , and the gearbox input shaft 31 is drivingly connected to the second body 1221 .

In one embodiment, referring to FIGS. 1 and 2 , the motor output shaft 21 is a first spline shaft, and the first body 1211 corresponds to the position of the first spline shaft, that is, the axial position of the first body 1211 . The first spline groove 12111 extending toward the direction of the second body 1221, the first spline groove 12111 and the first spline shaft are adapted to be inserted into the first spline shaft. A first vibration damping pad 12112 is provided at the bottom end of the first spline groove 12111 for matching with the free end of the first spline shaft, which can reduce the process of the first spline shaft driving the first body 1211 to rotate , the vibration and noise generated between the two. Correspondingly, the shape of the flexible member 123 corresponding to the position of the first spline groove 12111 also changes accordingly, so as to be adapted to the first body 1211 . In this embodiment, the input shaft 31 of the reduction box is a second spline shaft, and the second body 1221 corresponds to the position of the second spline shaft, that is, the axial position of the second body 1221, and is provided with a direction facing away from the first body. The first spline sleeve 12211 extending in the direction of 1211, the first spline sleeve 12211 and the second spline shaft are adapted to be inserted into the second spline shaft. A second vibration damping pad 12213 is provided at the bottom end of the first spline sleeve 12211 for matching with the free end of the second spline shaft, which can reduce the process of the second body 1221 driving the second spline shaft to rotate , the vibration and noise generated between the two.

In one embodiment, referring to FIGS. 3 and 4 , the motor output shaft 21 is a common drive shaft, and the motor output shaft 21 is assembled and matched with the first body 1211 through the flange 17 . Specifically, the axial position of the first body 1211 and the side facing the driving motor 2 is assembled with a flange 17 for assembling with the motor output shaft 21. In this embodiment, the input shaft 31 of the reduction box is a third spline shaft, and the position of the second body 1221 corresponding to the third spline shaft, that is, the axial position of the second body 1221, is provided with a direction toward the first body 1211 The extended second spline groove 12212, the second spline groove 12212 is matched with the third spline shaft, so that the third spline shaft can be inserted. The bottom end of the second spline groove 12212 is provided with a third vibration damping pad 311 for matching with the free end of the third spline shaft, which can reduce the process of driving the third spline shaft to rotate by the second body 1221 , the vibration and noise generated between the two. Correspondingly, the shape of the flexible member 123 corresponding to the position of the second spline groove 12212 also changes accordingly, so as to be adapted to the second body 1221 .

Of course, in other embodiments, the connection between the motor output shaft 21 and the first body 1211 and between the gearbox input shaft 31 and the second body 1221 may also be connected by any other connection structure, which is not limited here.

Referring to FIG. 1 , the reduction box 3 also has a reduction box output shaft 32 . After the drive motor 2 transmits the kinetic energy to the reduction box input shaft 31 of the reduction box 3, after the meshing transmission of the gear set inside the reduction box 3, its kinetic energy is reduced. When the kinetic energy is transmitted to the reduction box output shaft 32, the reduction box output shaft The rotational speed of 32 is significantly lower than the rotational speed of the gearbox input shaft 31 . In this way, the driving force and speed of the vehicle can be changed in a considerable range, so that the vehicle can be applied to various scenarios such as starting, idling parking, high and low speed driving, hill climbing and reversing. The position where the reduction box output shaft 32 is installed in the reduction box 3 and the number of the reduction box output shafts 32 installed may be determined according to the model of the vehicle and the position where the reduction box 3 is installed in the vehicle. For example, when the number of the reduction box output shaft 32 is one, the reduction box output shaft 32 and the reduction box input shaft 31 may be arranged on the same side. Referring to FIG. 5 , the output shaft 32 of the reduction box may be arranged above the input shaft 31 of the reduction box. The gearbox output shaft 32 can also be provided on the opposite side of the gearbox input shaft 31 . Referring to FIG. 6 , the output shaft 32 of the reduction gear box may be arranged at an upper position on the opposite side of the input shaft 31 of the reduction gear box. For another example, referring to FIG. 7 , the output shaft 32 of the reduction box can be arranged on the opposite side of the input shaft 31 of the reduction box, and is arranged coaxially with the input shaft 31 of the reduction box. For another example, when the number of the output shafts of the reduction box 32 is two, one of the output shafts of the reduction box 32 and the input shaft 31 of the reduction box are arranged on the same side, and the other output shaft 32 of the reduction box is arranged on the opposite side of the input shaft 31 of the reduction box, And the two output shafts 32 of the reduction box are arranged along the same axial direction. Preferably, the two output shafts 32 of the reduction box can be arranged above the input shaft 31 of the reduction box, but not limited to this.

Other embodiments of the present disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the technical solutions disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present disclosure that follow the general principles of the present disclosure and include common general knowledge or techniques in the technical field not disclosed by the present disclosure . The specification and examples are to be regarded as exemplary only, with the true scope and spirit of the disclosure being indicated by the following claims.

It is to be understood that the present disclosure is not limited to the precise structures described above and illustrated in the accompanying drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

A flexible transmission system for a new energy vehicle, comprising a driving motor and a reduction box, characterized in that it further comprises a flexible transmission system arranged between the driving motor and the reduction box for outputting power from the driving motor The torsional vibration damping device transmitted to the reduction box; the torsional vibration damping device comprises:

a housing for connecting the drive motor and the reduction gearbox;

A torsional vibration damping mechanism, arranged in the housing, includes a first rigid part drivingly connected to the driving motor, a second rigid part drivingly connected to the reduction box, and a second rigid part that is connected to the first rigid part and the the first rigid part and the second rigid part are opposite and separated; the flexible part has opposite first end faces and second end faces, and the first end faces are connected In the first rigid part, the second end face is connected to the second rigid part.
The flexible transmission system for a new energy vehicle according to claim 1, wherein,

The first rigid part includes a first body drivingly connected to the driving motor and a first ring edge arranged on the edge of the first body; the second rigid part includes a second rigid part that is drivingly connected to the reduction box. a body and a second ring edge arranged on the edge of the second body; the first ring edge and the second ring edge are arranged oppositely;

The flexible member further has a side surface connecting the first end surface and the second end surface, the first end surface is connected to the first body, the second end surface is connected to the second body, and the side surface is connected to the second body. connected to the first loop edge or the second loop edge.
The flexible transmission system for a new energy vehicle according to claim 2, wherein when the side surface is connected to the first ring edge, the first ring edge is located inside the second ring edge, and A first gap is reserved between the two; and a second gap is reserved between the free end of the first ring edge along its extending direction and the second body.
The flexible transmission system for a new energy vehicle according to claim 2, wherein when the side surface is connected to the second ring edge, the second ring edge is located inside the first ring edge, and A third gap is reserved between the two; and a fourth gap is reserved between the free end of the second ring edge along its extending direction and the first body.
The flexible transmission system for a new energy vehicle according to claim 2, wherein the drive motor has a motor output shaft, and the motor output shaft is a first spline shaft; and the reduction box has a reduction box an input shaft, the input shaft of the reduction box is a second spline shaft; wherein,

The first body is provided with a first spline groove extending toward the second body at a position corresponding to the first spline shaft for the first spline shaft to be inserted into; and the second body A position corresponding to the second spline shaft is provided with a first spline sleeve extending in a direction away from the first body for inserting the second spline shaft.
The flexible transmission system for a new energy vehicle according to claim 2, wherein the drive motor has a motor output shaft; and the reduction box has a reduction box input shaft, and the reduction box input shaft is a third splined shaft; wherein,

The motor output shaft is assembled and matched with the first body through a flange; and the second body is provided with a position corresponding to the third spline shaft extending toward the first body for the purpose of The third spline shaft is inserted into the second spline groove.
The flexible transmission system for a new energy vehicle according to claim 5, wherein the reduction box further has a reduction box output shaft;

When the number of the output shaft of the reduction box is one, the output shaft of the reduction box and the input shaft of the reduction box are arranged on the same side; or arranged on the opposite side of the input shaft of the reduction box;

When the number of the output shafts of the reduction box is two, one of the output shafts of the reduction box and the input shaft of the reduction box are arranged on the same side, and the other output shaft of the reduction box is arranged on the opposite side of the input shaft of the reduction box. one side, and the two output shafts of the reduction box are arranged along the same axial direction.
The flexible transmission system for a new energy vehicle according to claim 5, wherein the output shaft of the motor and the input shaft of the reduction box are arranged along the same axial direction.
The flexible transmission system for a new energy vehicle according to claim 1, wherein a mounting portion is provided in the housing for mounting the torsional vibration damping mechanism.
The flexible transmission system for a new energy vehicle according to claim 1, wherein the flexible member is made of a rubber material.