WO2022033017A1 - Système de transmission flexible pour véhicule à énergie nouvelle - Google Patents

Système de transmission flexible pour véhicule à énergie nouvelle Download PDF

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Publication number
WO2022033017A1
WO2022033017A1 PCT/CN2021/079061 CN2021079061W WO2022033017A1 WO 2022033017 A1 WO2022033017 A1 WO 2022033017A1 CN 2021079061 W CN2021079061 W CN 2021079061W WO 2022033017 A1 WO2022033017 A1 WO 2022033017A1
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WO
WIPO (PCT)
Prior art keywords
reduction box
shaft
transmission system
new energy
rigid part
Prior art date
Application number
PCT/CN2021/079061
Other languages
English (en)
Chinese (zh)
Inventor
范乃鹏
Original Assignee
浙江盘毂动力科技有限公司
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Publication of WO2022033017A1 publication Critical patent/WO2022033017A1/fr

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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D7/00—Slip couplings, e.g. slipping on overload, for absorbing shock
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/10—Suppression of vibrations in rotating systems by making use of members moving with the system
    • F16F15/12—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon
    • F16F15/131—Suppression of vibrations in rotating systems by making use of members moving with the system using elastic members or friction-damping members, e.g. between a rotating shaft and a gyratory mass mounted thereon the rotating system comprising two or more gyratory masses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/24—Casings; Enclosures; Supports specially adapted for suppression or reduction of noise or vibrations
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/003—Couplings; Details of shafts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02034—Gearboxes combined or connected with electric machines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions

Definitions

  • the invention relates to the technical field of new energy vehicles, in particular to a flexible transmission system for new energy vehicles.
  • 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.
  • 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.
  • 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.
  • NVH 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.
  • new energy vehicles have been greatly developed.
  • gasoline-electric hybrid power system motor-driven power system
  • hydrogen fuel cell power system the power system of new energy vehicles.
  • new energy vehicles are mainly based on the hybrid technology route of gasoline and electricity.
  • 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.
  • 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.
  • 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.
  • system resonance can shorten the life of components, systems, entire mechanisms or the entire vehicle.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • this set of clutch and separation device cannot be applied to the motor-driven new energy powertrain.
  • 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.
  • 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.
  • 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.
  • 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 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 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.
  • the first ring edge 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.
  • the second ring edge 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.
  • 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.
  • 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;
  • 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 reduction box further has a reduction box output shaft
  • 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;
  • 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 motor output shaft and the gearbox input shaft are arranged along the same axial direction.
  • a mounting portion is provided in the housing for mounting the torsional vibration damping mechanism.
  • the flexible member is made of rubber material.
  • the embodiment of the present invention provides a flexible transmission system for a new energy vehicle.
  • the power output by the driving motor can be flexibly transmitted to the reduction box.
  • 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.
  • 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 the structural schematic diagram of the torsional vibration damping device in the state of Fig. 1;
  • 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 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • 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.
  • flexible transmission is a relative concept, not an absolute concept.
  • 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.
  • 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.
  • 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 .
  • 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 .
  • the housing 11 has a fixing portion 111 for fixedly docking with the driving motor 2 and the reduction box 3 .
  • 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.
  • 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 .
  • each connecting piece 1112 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
  • one mounting ear 1111 at the other end of the connecting piece 1112 is used for fixed connection with the reduction box 3 .
  • the mounting ears 1111 and the drive motor 2 and the reduction box 3 can be fixed by screws, but not limited to this.
  • the housing 11 is provided with a mounting portion for mounting the torsional vibration damping mechanism 12 .
  • 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.
  • the shape set by the torsional vibration damping mechanism 12 can determine the smoothness of its rotation.
  • 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.
  • 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.
  • 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.
  • 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 .
  • 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.
  • the first ring edge 1212 extends toward the direction of the second body 1221
  • the second ring edge 1222 extends toward the direction of the first body 1211 .
  • the torsional vibration damping mechanism 12 is arranged in a disc shape
  • the first body 1211 can be in the shape of a disc
  • the first ring edge 1212 can be in a ring shape.
  • 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
  • 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.
  • 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
  • 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.
  • 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.
  • 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 .
  • the first gap 13 can form an annular gap
  • the second gap 14 can also form an annular gap.
  • 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 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 .
  • the third gap 15 can form an annular gap
  • the fourth gap 16 can also form an annular gap.
  • 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
  • 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
  • the gearbox input shaft 31 is drivingly connected to the second body 1221 .
  • the motor output shaft 21 is a first spline shaft
  • 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.
  • 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 .
  • the input shaft 31 of the reduction box is a second spline shaft
  • 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.
  • 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.
  • the input shaft 31 of the reduction box is a third spline shaft
  • the position of the second body 1221 corresponding to the third spline shaft that is, the axial position of the second body 1221
  • 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.
  • 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 .
  • 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.
  • the reduction box 3 also has a reduction box output shaft 32 .
  • 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.
  • the reduction box output shaft 32 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.
  • 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.
  • 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,
  • the two output shafts 32 of the reduction box are arranged along the same axial direction.
  • 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.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Abstract

Système de transmission flexible pour un véhicule à énergie nouvelle, le système comprenant : un moteur d'entraînement (2), une boîte de réduction (3) et un dispositif d'amortissement des vibrations de torsion (1) disposé entre le moteur d'entraînement et la boîte de réduction. Le dispositif d'amortissement des vibrations de torsion comprend un carter (11) et un mécanisme d'amortissement des vibrations de torsion (12). Le carter est utilisée pour relier le moteur d'entraînement et la boîte de réduction ; et le mécanisme d'amortissement des vibrations de torsion est disposé dans le carter et comprend : un premier élément rigide (121) relié par entraînement au moteur d'entraînement, un second élément rigide (122) relié par entraînement à la boîte de réduction et un élément flexible (123) disposé entre le premier élément rigide et le second élément rigide. Le premier élément rigide et le second élément rigide sont opposés et séparés l'un de l'autre et l'élément flexible comporte une première face d'extrémité (1231) et une seconde face d'extrémité (1232) opposées l'une à l'autre, la première face d'extrémité étant reliée au premier élément rigide et la seconde face d'extrémité étant reliée au second élément rigide. Le système peut réduire les vibrations et le bruit du moteur d'entraînement et de la boîte de réduction pendant le fonctionnement.
PCT/CN2021/079061 2020-08-13 2021-03-04 Système de transmission flexible pour véhicule à énergie nouvelle WO2022033017A1 (fr)

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CN202010814681.0A CN111911613A (zh) 2020-08-13 2020-08-13 用于新能源车辆的柔性传动系统

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Publication number Priority date Publication date Assignee Title
CN111911613A (zh) * 2020-08-13 2020-11-10 浙江盘毂动力科技有限公司 用于新能源车辆的柔性传动系统
CN114321272A (zh) * 2021-11-02 2022-04-12 浙江零跑科技股份有限公司 一种用于电动汽车传动系的扭转减振器

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CN111911613A (zh) * 2020-08-13 2020-11-10 浙江盘毂动力科技有限公司 用于新能源车辆的柔性传动系统
CN212225942U (zh) * 2020-08-13 2020-12-25 浙江盘毂动力科技有限公司 用于新能源车辆的柔性传动系统

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US4137794A (en) * 1975-12-29 1979-02-06 International Harvester Company Drive mechanism for a motor vehicle
CN101678752A (zh) * 2007-10-19 2010-03-24 爱信艾达株式会社 混合动力驱动装置
CN102918302A (zh) * 2010-05-25 2013-02-06 Zf腓特烈斯哈芬股份公司 混合驱动模块
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