CN212225942U

CN212225942U - Flexible transmission system for new energy vehicle

Info

Publication number: CN212225942U
Application number: CN202021689542.1U
Authority: CN
Inventors: 范乃鹏
Original assignee: Zhejiang PanGood Power Technology Co Ltd
Current assignee: Zhejiang PanGood Power Technology Co Ltd
Priority date: 2020-08-13
Filing date: 2020-08-13
Publication date: 2020-12-25
Anticipated expiration: 2030-08-13

Abstract

The utility model relates to a flexible transmission system for new forms of energy vehicle, including driving motor and reducing gear box, still including locating the torsion damping device between driving motor and the reducing gear box. The torsional vibration damper arrangement includes a housing and a torsional vibration damper mechanism. The shell is used for connecting the driving motor and the reduction gearbox. The torsion damping mechanism is arranged in the shell and comprises a first rigid part in driving connection with the driving motor, a second rigid part in driving connection with the reduction box and a flexible part arranged between the first rigid part and the second rigid part. The first rigid member and the second rigid member are disposed opposite and apart from each other. The flexible member has opposite first and second end surfaces, the first end surface being connected to the first rigid member and the second end surface being connected to the second rigid member. Through the filtering attenuation of the flexible part, when kinetic energy is transmitted to the reduction gearbox by the second rigid part, the impact and the torque poking on the reduction gearbox are greatly reduced, and therefore the vibration and the noise of the driving motor and the reduction gearbox in the operation process are reduced.

Description

Flexible transmission system for new energy vehicle

Technical Field

The utility model relates to a new energy vehicle technical field especially relates to a flexible transmission system for new energy vehicle.

Background

With the development of science and technology, people are more and more conscious of environmental protection, and because of the non-renewable energy sources such as gasoline and diesel oil, people are prompted to develop renewable and environmental-friendly energy sources for vehicles, so as to alleviate various existing and urgent needs to be solved.

Vehicles powered by conventional fuels, such as gasoline and diesel, have an engine as the power output source. The power output path of the vehicle is engine-clutch-gearbox-transmission shaft-main reducer-half shaft-wheel end. Through the power output path, the power generated by the engine can be finally transmitted to the wheel end, so that the vehicle can move forwards. However, the conventional engine on the market is a crankshaft piston type four-stroke engine, and fuel is compressed or ignited only in the process of starting to do work so as to do work on the whole vehicle. To ensure the uniformity and balance of operation of a four-stroke engine (such as a four-stroke diesel engine), each cylinder must complete one power cycle for every two crankshaft revolutions. Therefore, the four-cylinder engine crankshaft can be ignited twice in one rotation, the six-cylinder engine crankshaft can be ignited three times in one rotation, the two-time torque impact can be brought to the four-cylinder engine crankshaft in one rotation, the three-time torque impact can be brought to the six-cylinder engine crankshaft in one rotation, and vibration and noise are synchronously accompanied. In order to eliminate the influence of the periodic inherent Vibration and Noise of the engine, in the automobile technology development of the last hundred years, people utility model a plurality of technologies for improving the performance of the entire vehicle NVH (namely, the english abbreviation of Noise, Vibration and Harshness), for example, a torsional damper is added at the front section of a crankshaft, a torsional damper is integrated on a clutch, an engine flywheel is made into a dual-mass flywheel (which is also a form of the torsional damper essentially), and then an entire vehicle sound insulation and Noise reduction material is added, so that the NVH performance of the modern vehicle is greatly improved. So that both the driver and the passenger can obtain very comfortable experience when taking a car.

However, with the gradual depletion of energy sources such as gasoline and diesel oil and the adverse effect on the environment, after 2010, domestic new energy vehicles are popularized and used to gradually replace vehicles powered by traditional fuels. In particular, in the field of commercial vehicles and passenger cars, new energy vehicles have been greatly developed. The new energy vehicle power system mainly has three technical routes: the system comprises an oil-electricity hybrid power system, a motor driving power system and a hydrogen fuel cell power system. In the initial stage of popularization, the new energy vehicle mainly takes an oil-electricity hybrid technology route as a main development route, and the NVH means and measures of the whole vehicle can be responded by following the mature means and measures of the traditional vehicle. However, with the development of technology, the technical route of the power system driven by the motor is mainly developed at present, and the technical route of the hydrogen fuel cell power system may be developed subsequently.

The power output path adopted by the pure electric vehicle is a battery-motor-reduction gearbox (the whole vehicle is provided with a reduction gearbox or not, different vehicle technical routes are different) -main reducer (the whole vehicle is provided with a main reducer or not, different vehicle technical routes are different) -wheel end. The motor operates stably and has low noise, so that the motor is mechanically and rigidly connected to the wheel end at present, and no damping part is used in a power system. However, with the intensive use of this technical route, vibration noise problems and system component damage problems are increasingly exposed during use. Specifically, torque fluctuation and vibration noise are generated by the output of the motor and are transmitted to a rear-end output structure or system of the motor in a rigid mode, so that large vibration or noise is generated for the whole power system body, the whole mechanism or the whole vehicle. Severe conditions can lead to system resonance that reduces the overall life of the component, system, plant or vehicle. However, until now, there has been no good solution. Through the understanding of the working characteristics of the motor, the motor still has torque fluctuation and vibration noise in practice during working. Vibration and noise of the motor system mainly originate from three aspects: cogging torque, axial force wave excitation, and motor torque ripple due to controller control programs. The fluctuation of the torque is directly transmitted into a gear structure at the rear end of the motor through the spline shaft, which brings gear impact noise, reverse impact noise and vibration, and also has adverse effects on the reliability and the service life of the gear, so that a torsion damping mechanism is very necessary to be added at the output end of the motor. The specific torsional vibration damping mechanism is arranged on the crankshaft and used for generating damping torque or reverse torque so as to reduce the amplitude of torsional vibration of the crankshaft, so that the torque fluctuation output by the motor can be flexibly transmitted to the gear system at the rear end, thereby achieving the purposes of reducing the noise and vibration of the system and prolonging the service life of parts.

However, the operating characteristics of the motor and the engine are different, and the structure of the output end is different, so that the torsion damping mechanism of the motor driving system cannot directly use the torsion damping mechanism in the traditional power system. The rotating speed of the traditional diesel engine is below 2500rad, but the motor can work below 10000rad, and the current torsion damping mechanism can meet the dynamic balance problem of the rotating speed in the working interval below 2500rad, but can not meet the dynamic balance problem of the rotating speed in the working interval below 10000 rad. And the conventional system of the vehicle is provided with a clutch release device. Specifically, a crankshaft at the output end of an engine of a traditional vehicle is connected with a flywheel of the engine, a clutch is arranged between a gearbox and the flywheel, the clutch mainly comprises a pressure plate, a torsional damper and a friction plate, the friction plate of the clutch is attached to the flywheel when the whole vehicle runs, the power of the engine is transmitted to a spline rigidly connected with the friction plate through the friction force of the friction plate, the spline is connected with an input shaft of the gearbox, the power of the engine is continuously transmitted to the rear end, when a pedal of the clutch is stepped on, the friction plate and the flywheel are separated by a clutch transmission mechanism, and the transmission of a power system to the rear end is interrupted. At the moment, normal gear shifting can be carried out, the clutch pedal is released after gear shifting is finished, the friction plate is connected with the flywheel again, and power can be continuously transmitted to the rear end. Because the torsional damper is integrated with the clutch body, the torque fluctuation of the engine can be attenuated and transmitted by the torsional damper, and meanwhile, rigid power transmission is avoided, so that the NVH performance of the power system is improved. However, the clutch and separation device can not be applied to a new energy power assembly driven by a motor, for example, a friction plate structure is not needed for power transmission between the motor and the reduction gearbox, the reduction gearbox behind the motor is of a constant speed ratio structure, and a gear shifting and separation structure is not needed. And the clutch is a loss part because the clutch needs to be frequently disassembled and assembled. The sealing performance between the engine and the gearbox is not required, so that the sealing device can be applied between the engine and the gearbox. However, the sealing performance between the motor and the gearbox is high, dust and water are required to be prevented, and if the motor and the gearbox are frequently disassembled and assembled, the sealing performance is easily deteriorated, so that the using effect is deteriorated, and even the motor cannot be used.

Therefore, the existing torsion damping mechanism cannot be used in the existing new energy motor system, and a new torsion damping mechanism is needed to be put into practical use according to the working characteristics and the structure of the existing system so as to meet the requirements of a new energy power system.

SUMMERY OF THE UTILITY MODEL

In view of this, the utility model provides a flexible transmission system for new forms of energy vehicle, including driving motor and reducing gear box, still include locate between driving motor and the reducing gear box, be used for transmitting the power of driving motor output to the torsional vibration damper of reducing gear box flexibly; the torsional vibration damper includes:

the shell is used for connecting the driving motor and the reduction gearbox;

the torsional vibration damping mechanism is arranged in the shell and comprises a first rigid part which is connected with the driving motor in a driving way, a second rigid part which is connected with the reduction box in a driving way and a flexible part which is arranged between the first rigid part and the second rigid part; the first rigid part and the second rigid part are opposite and separated; the flexible member has opposite first and second end surfaces, the first end surface being connected to the first rigid member and the second end surface being connected to the second rigid member.

Optionally, the first rigid member includes a first body drivingly connected to the driving motor and a first annular edge disposed on an edge of the first body; the second rigid part comprises a second body which is connected with the reduction gearbox in a driving way and a second annular edge which is arranged on the edge of the second body; the first annular edge and the second annular edge are oppositely arranged;

the flexible piece is further provided with a side face connected with the first end face and the second end face, the first end face is connected with the first body, the second end face is connected with the second body, and the side face is connected with the first annular edge or the second annular edge.

Optionally, when the side surface is connected to the first annular edge, the first annular edge is located at the inner side of the second annular edge, and a first gap is reserved between the first annular edge and the second annular edge; and a second gap is reserved between the free end part of the first ring edge along the extension direction of the first ring edge and the second body.

Optionally, when the side surface is connected to the second annular edge, the second annular edge is located at the inner side of the first annular edge, and a third gap is reserved between the second annular edge and the first annular edge; and a fourth gap is reserved between the free end part of the second ring edge along the extension direction of the second ring edge and the first body.

Optionally, the driving motor has a motor output shaft, and the motor output shaft is a first spline shaft; the reduction gearbox is provided with a reduction gearbox input shaft which is a second spline shaft; wherein,

a first spline groove extending towards the second body direction is formed in the position, corresponding to the first spline shaft, of the first body, and the first spline groove is used for inserting and embedding the first spline shaft; and the second body is provided with a first spline sleeve which extends towards the direction back to the first body and is used for the second spline shaft to be inserted and embedded in the second body at a position corresponding to the second spline shaft.

Optionally, the drive motor has a motor output shaft; the reduction gearbox is provided with a reduction gearbox input shaft which is a third spline shaft; wherein,

the output shaft of the motor is assembled with the first body through a flange plate; and a second spline groove which extends towards the direction of the first body and is used for the third spline shaft to be inserted and embedded is arranged at the position, corresponding to the third spline shaft, of the second body.

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

when the number of the output shafts of the reduction gearbox is one, the output shafts of the reduction gearbox and the input shaft of the reduction gearbox are arranged on the same side; or is arranged on one side opposite to the input shaft of the reduction gearbox;

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

Optionally, the motor output shaft and the reduction 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 arrangement.

Optionally, the flexible member is made of rubber.

The embodiment of the utility model provides a technical scheme can include following beneficial effect:

the embodiment of the utility model provides a flexible transmission system for new forms of energy vehicle through add between driving motor and reducing gear box and twist reverse vibration damper, can make the power of driving motor output transmit to the reducing gear box flexibly. Wherein, because the first rigid part and the second rigid part are arranged oppositely and separately, the first rigid part and the second rigid part are not contacted. Therefore, the driving motor operates to drive the first rigid part to rotate so as to rigidly transmit kinetic energy to the first rigid part, the first rigid part drives the flexible part to rotate, and the flexible part further drives the second rigid part to rotate. Under the buffering effect of the flexible part, the kinetic energy is transmitted to the second rigid part by the first rigid part in the process of being filtered and attenuated gradually by the flexible part, so that when the kinetic energy is transmitted to the reduction gearbox by the second rigid part, the impact and the torque on the reduction gearbox are shifted to be greatly reduced, the vibration and the noise of the driving motor and the reduction gearbox in the operation process are reduced, and the working condition of the driving motor and the reduction gearbox is improved.

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 as claimed.

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.

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

FIG. 2 is a schematic view of the torsional vibration damper arrangement 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 view of the torsional vibration damper arrangement in the state of FIG. 3;

FIG. 5 is a schematic view of the reduction gearbox of FIG. 1 in one state;

FIG. 6 is a schematic view of the reduction gearbox of FIG. 1 in another configuration;

FIG. 7 is a schematic view of the reduction gearbox of FIG. 1 in yet another state;

fig. 8 is a schematic structural view of the reduction gearbox shown in fig. 1 in still another state.

Detailed Description

Reference will now be made in detail to the exemplary embodiments, examples of which are illustrated in the accompanying drawings. When the following description refers to the accompanying drawings, like numbers in different drawings represent the same or similar elements unless otherwise indicated. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the present invention. Rather, they are merely examples of apparatus and methods consistent with certain aspects of the invention, as detailed in the appended claims.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. Unless defined otherwise, technical or scientific terms used herein shall have the ordinary meaning as understood by those of ordinary skill in the art to which the invention belongs. The use of the terms "a" or "an" and the like in the description and in the claims does not denote a limitation of quantity, but rather denote the presence of at least one. The word "comprising" or "comprises", and the like, means that the element or item listed as preceding "comprising" or "includes" covers the element or item listed as following "comprising" or "includes" and its equivalents, and does not exclude other elements or items. The terms "connected" or "coupled" and the like are not restricted to physical or mechanical connections, but may include electrical connections, whether direct or indirect. As used in the specification and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It should also be understood that the term "and/or" as used herein refers to and encompasses any and all possible combinations of one or more of the associated listed items.

The embodiment of the utility model provides a flexible transmission system for new forms of energy vehicle, including driving motor and reducing gear box, it is still including locating between driving motor and the reducing gear box for transmit the torsional vibration damper of reducing gear box flexibly with the power of driving motor output. The torsional vibration damper arrangement includes a housing and a torsional vibration damper mechanism. The shell is used for connecting the driving motor and the reduction gearbox. The torsion damping mechanism is arranged in the shell and comprises a first rigid part in driving connection with the driving motor, a second rigid part in driving connection with the reduction box and a flexible part arranged between the first rigid part and the second rigid part. The first rigid member and the second rigid member are disposed opposite and apart from each other. The flexible member has opposite first and second end surfaces, the first end surface being connected to the first rigid member and the second end surface being connected to the second rigid member.

The embodiment of the utility model provides a flexible transmission system for new forms of energy vehicle, because first rigid member and second rigid member are relative and the separation setting, contactless between first rigid member and the second rigid member promptly. Therefore, the driving motor operates to drive the first rigid part to rotate so as to rigidly transmit kinetic energy to the first rigid part, the first rigid part drives the flexible part to rotate, and the flexible part further drives the second rigid part to rotate. The flexible member can transmit the kinetic energy flexibly. Under the buffering effect of the flexible part, the kinetic energy is transmitted to the second rigid part by the first rigid part in the process of being filtered and attenuated gradually by the flexible part, so that when the kinetic energy is transmitted to the reduction gearbox by the second rigid part, the impact and the torque on the reduction gearbox are shifted to be greatly reduced, the vibration and the noise of the driving motor and the reduction gearbox in the operation process are reduced, and the working condition of the driving motor and the reduction gearbox is improved.

Fig. 1 is a schematic structural diagram of a flexible transmission system for a new energy vehicle in a state according to an embodiment of the present invention. Fig. 2 is a schematic illustration of the torsional vibration damper arrangement 1 in the state of fig. 1. Referring to fig. 1 and 2, the utility model provides a flexible transmission system for new forms of energy vehicle, including driving motor 2 and reducing gear box 3, it is still including locating torsional vibration damper 1 between driving motor 2 and reducing gear box 3. The driving motor 2 can convert the electric energy into mechanical kinetic energy and transmit the kinetic energy to the reduction gearbox 3, and the reduction gearbox 3 transmits the kinetic energy to a main reducer (not shown) and finally transmits the kinetic energy to a wheel end (not shown) through the main reducer so as to drive the vehicle to run. In the current market, some vehicles are not additionally provided with a main speed reducer, and the kinetic energy of the vehicles of the type can be directly transmitted to the wheel end through the speed reduction box 3 without limitation. Because the rotating speed of the driving motor 2 is less than or equal to 10000 revolutions, if the reduction gearbox 3 is directly and rigidly connected with the driving motor 2, the output power is directly transmitted to the reduction gearbox 3 at the high rotating speed of the driving motor 2, so that the driving motor and the reduction gearbox generate strong vibration and noise, and even the service life of the driving motor and the reduction gearbox is directly influenced. Therefore, the torsion vibration damper 1 is additionally arranged between the driving motor 2 and the reduction gearbox 3, so that the power output by the driving motor 2 can be flexibly transmitted to the reduction gearbox 3, and the impact and the torque poking on the reduction gearbox 3 are greatly reduced.

It is worth mentioning that flexible transmission is a relative concept, not an absolute concept, compared to rigid transmission. For example, when the driving motor 2 and the reduction gearbox 3 are rigidly transmitted, the driving motor 2 and the reduction gearbox 3 are synchronously operated, and both the driving motor 2 and the reduction gearbox 3 can generate strong vibration and noise to influence the use experience of the vehicle. When the driving motor 2 and the reduction gearbox 3 are in power flexible transmission, the torsion damping device 1 has the function of torsional deformation, so that a time interval exists between the operation of the driving motor 2 and the operation of the reduction gearbox 3, namely the driving motor 2 operates firstly to drive the torsion damping device 1 to operate, the torsion damping device 1 starts torsional deformation, and when the torsional deformation reaches a maximum threshold value, the reduction gearbox 3 is driven to operate. This time interval is the time during which the torsional vibration damper arrangement 1 is torsionally deformed. Therefore, the transmission between the two parts is relatively mild, and the vehicle is more stable in the running process.

Fig. 3 is a schematic structural diagram of a flexible transmission system for a new energy vehicle in another state according to an embodiment of the present invention. Fig. 4 is a schematic illustration of the torsional vibration damper arrangement 1 in the state of fig. 3. Referring to fig. 1 to 4, the torsional vibration damper arrangement 1 comprises a housing 11 and a torsional vibration damper arrangement 12.

The housing 11 is used for connecting the driving motor 2 and the reduction box 3. In one embodiment, the housing 11 has a fixing portion 111 for fixedly interfacing with the driving motor 2 and the reduction case 3. In a preferred example, the number of the fixing portions 111 may be two, and the fixing portions are respectively disposed on an end surface of the housing 11, which is not abutted to the driving motor 2 and the reduction gear box 3, and are spaced apart along a circumferential direction of the end surface. Of course, the number of the fixing portions 111 is not limited to two, and may be any number as desired. Each of the fixing portions 111 includes two opposite mounting ears 1111 and a connecting member 1112 connecting the two mounting ears 1111. The two connecting pieces 1112 are respectively used for fixedly connecting with the end surfaces of the housing 11. The mounting ears 1111 at both ends of each connecting element 1112 are perpendicular to the connecting element 1112 and extend toward a direction away from the housing 11. Wherein, one mounting lug 1111 positioned at one end of one connecting piece 1112 is used for being fixedly connected with the driving motor 2, and one mounting lug 1111 positioned at the other end of the connecting piece 1112 is used for being fixedly connected with the reduction box 3. Preferably, the mounting ear 1111 and the driving motor 2 and the reduction box 3 can be fixed by screws, but not limited thereto.

In one embodiment, a mounting portion is provided in housing 11 for mounting torsional vibration damping mechanism 12. In particular, the housing 11 may preferably be of a split design. This facilitates quick removal of the torsional vibration damping mechanism 12 from the mounting portion. The gap in the housing 11 is sealed, so that the torsional vibration damping mechanism 12 can be secured to have high sealing performance in the mounting portion. The specific split style of the housing 11 is not limited, and may be set according to the actual application scenario.

With continued reference to fig. 1 to 4, since the driving motor 2 drives the torsion damping mechanism 12 disposed in the mounting portion to rotate during operation, the shape of the torsion damping mechanism 12 may determine the smoothness of the rotation. In one embodiment, the torsional vibration damper mechanism 12 is configured as a disk, which allows it to rotate at a uniform rate during rotation. Therefore, the mounting portion may also be formed in a circular groove shape, and a gap may be reserved between the torsion damping mechanism 12 and the mounting portion, the gap being configured such that the torsion damping mechanism 12 is able to rotate freely within the mounting portion without being touched or pressed by the mounting portion during rotation. Of course, the torsion damping mechanism 12 is not limited to a disk shape, and it is only necessary to secure the torsion damping mechanism 12 to be rotatable in the mounting portion, and the present invention is not limited thereto.

Further, the torsion damping mechanism 12 includes a first rigid member 121 drivingly connected to the driving motor 2, a second rigid member 122 drivingly connected to the reduction gear box 3, and a flexible member 123 provided between the first rigid member 121 and the second rigid member 122. The first rigid member 121 and the second rigid member 122 are disposed opposite to each other and separated from each other, 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 opposite first and

second end surfaces

1231 and 1232, the first end surface 1231 being connected to the first rigid member 121, and the second end surface 1232 being connected to the second rigid member 122. The first rigid member 121 and the second rigid member 122 may be preferably made of a material having high rigidity and hardness, such as steel or iron, and the flexible member 123 is preferably made of a rubber material having high elasticity because it has an advantage of reducing impact and torque applied between the driving motor 2 and the reduction gear box 3 due to transmission.

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 at an 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 rim 1222 provided at the edge of the second body 1221. Preferably, the first annular 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 oppositely disposed. That is, the first annular edge 1212 extends toward the second body 1221, and the second annular edge 1222 extends toward the first body 1211. Since the torsion damping mechanism 12 is configured in a disk shape, the first body 1211 may have a disk shape, and the first annular rim 1212 may have an annular shape. The second body 1221 may also be a disc, the second rim 1222 may also be a ring, and the flexible member 123 may also be a disc-shaped structure to fit the first rigid member 121 and the second rigid member 122.

Further, the flexible member 123 also has a side 1233 connecting the first end 1231 and the second end 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 to the first annular edge 1212 or the second annular edge 1222. The first end face 1231 and the first body 1211, the second end face 1232 and the second body 1221, and the side face 1233 and the first annular edge 1212 or the second annular edge 1222 are all fixedly connected. Specifically, high-strength glue can be used for bonding, or fixing members such as screws can be used for fixing, so that at least the first rigid member 121, the flexible member 123 and the second rigid member 122 can be ensured not to fall off at the joint in the transmission process.

In one embodiment, referring to fig. 1 and 2, the side 1233 is connected to the first rim 1212. The first annular edge 1212 is located inside the second annular edge 1222, and a first gap 13 is reserved between the first annular edge and the second annular edge 1222. A second gap 14 is reserved between the free end of the first annular edge 1212 in the extending direction thereof and the second body 1221. Specifically, the first annular edge 1212 and the second annular edge 1222 are arranged in parallel, the first gap 13 may form an annular gap, and the second gap 14 may also form an annular gap. Because the annular gap is in a regular shape, the first rigid part 121, the flexible part 123 and the second rigid part 122 can not be contacted all the time in the transmission process of the first rigid part 121, the flexible part 123 and the second rigid part 122, so that the flexible part 123 can completely show the effect that the flexible part can reduce the impact and the torque toggle between the driving motor 2 and the reduction gearbox 3 due to transmission.

In another embodiment, referring to fig. 3 and 4, the side 1233 is connected to the second rim 1222. The second annular edge 1222 is located inside the first annular edge 1212, and a third gap 15 is reserved between the first annular edge 1222 and the second annular edge 1212. A fourth gap 16 is reserved between the free end of the second collar 1222 in the extending direction thereof and the first body 1211. Specifically, the first annular rim 1212 and the second annular rim 1222 are arranged in parallel, the third gap 15 may form an annular gap, and the fourth gap 16 may also form an annular gap. Because the annular gap is in a regular shape, the first rigid part 121, the flexible part 123 and the second rigid part 122 can not be contacted all the time in the transmission process of the first rigid part 121, the flexible part 123 and the second rigid part 122, so that the flexible part 123 can completely show the effect that the flexible part can reduce the impact and the torque toggle between the driving motor 2 and the reduction gearbox 3 due to transmission.

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

In one embodiment, referring to fig. 1 and 2, the motor output shaft 21 is a first spline shaft, the first body 1211 is provided with first spline grooves 12111 extending in a direction toward the second body 1221 corresponding to a position of the first spline shaft, that is, an axial position of the first body 1211, and the first spline grooves 12111 are fitted to the first spline shaft for insertion of the first spline shaft. First vibration-damping pads 12112 are provided at the bottom ends of the first spline grooves 12111 for engaging with the free ends of the first spline shaft, thereby reducing vibration and noise generated between the first spline shaft and the first body 1211 during rotation of the first spline shaft. Correspondingly, the shape of the flexible member 123 corresponding to the position of the first spline groove 12111 is also changed for fitting with the first body 1211. In this embodiment, the reduction gearbox input shaft 31 is a second spline shaft, the second body 1221 is provided with a first spline housing 12211 extending in a direction back to the first body 1211 at a position corresponding to the second spline shaft, that is, an axial position of the second body 1221, and the first spline housing 12211 is fitted with the second spline shaft for the second spline shaft to be inserted and embedded. The second damping pad 12213 is disposed at the bottom end of the first spline housing 12211 for matching with the free end of the second spline shaft, so as to reduce vibration and noise generated between the second body 1221 and the second spline shaft when the second body is driven to rotate.

In one embodiment, referring to fig. 3 and 4, the motor output shaft 21 is a conventional drive shaft, and the motor output shaft 21 is assembled with the first body 1211 through the flange 17. Specifically, a flange 17 is assembled to the first body 1211 at an axial position and on a side facing the driving motor 2, for assembly with the motor output shaft 21. In this embodiment, the reduction gearbox input shaft 31 is a third spline shaft, the second body 1221 is provided with a second spline groove 12212 extending toward the first body 1211 at a position corresponding to the third spline shaft, that is, an axial position of the second body 1221, and the second spline groove 12212 is fitted to the third spline shaft for the insertion of the third spline shaft. 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, so that vibration and noise generated between the second body 1221 and the third spline shaft in the process of driving the third spline shaft to rotate can be reduced. Correspondingly, the shape of the flexible member 123 corresponding to the position of the second spline 12212 is changed to fit the second body 1221.

Of course, in other embodiments, the motor output shaft 21 and the first body 1211 and the reduction box input shaft 31 and the second body 1221 may be connected by any other connection structure, and are not limited herein.

Referring to fig. 1, the reduction gearbox 3 also has a reduction gearbox output shaft 32. After the driving motor 2 transmits the kinetic energy to the reduction gearbox input shaft 31 of the reduction gearbox 3, the kinetic energy is reduced after the engagement transmission of the gear set inside the reduction gearbox 3, and after the kinetic energy is transmitted to the reduction gearbox output shaft 32, the rotating speed of the reduction gearbox output shaft 32 is obviously lower than that of the reduction gearbox input shaft 31. In this way, the driving force and the vehicle speed of the vehicle can be changed in a considerable range, so that the vehicle can be applied to various scenes such as starting, idling stop, high-low speed driving, climbing, backing and the like. The position of the reduction gearbox output shaft 32 arranged on the reduction gearbox 3 and the number of the reduction gearbox output shafts 32 can be determined according to the type of the vehicle and the position of the reduction gearbox 3 arranged in the vehicle. For example, when the number of the reduction gearbox output shafts 32 is one, the reduction gearbox output shafts 32 and the reduction gearbox input shafts 31 can be arranged on the same side. As seen in fig. 5, the reduction gearbox output shaft 32 may be disposed above the reduction gearbox input shaft 31. The reduction gearbox output shaft 32 may also be located on the opposite side of the reduction gearbox input shaft 31. As seen in fig. 6, the reduction gearbox output shaft 32 may be disposed above the opposite side of the reduction gearbox input shaft 31. Referring again to fig. 7, the gearbox output shaft 32 may be disposed on an opposite side of the gearbox input shaft 31 and may be disposed coaxially with the gearbox input shaft 31. For another example, when the number of the reduction gearbox output shafts 32 is two, one of the reduction gearbox output shafts 32 is arranged on the same side as the reduction gearbox input shaft 31, the other reduction gearbox output shaft 32 is arranged on the opposite side of the reduction gearbox input shaft 31, and the two reduction gearbox output shafts 32 are arranged along the same axial direction. Preferably, the two gearbox output shafts 32 are disposed at a position above the gearbox input shaft 31, but not limited thereto.

Other embodiments of the disclosure will be apparent to those skilled in the art from consideration of the specification and practice of the disclosure disclosed herein. The invention is intended to cover any variations, uses, or adaptations of the disclosure following, in general, the principles of the disclosure and including such departures from the present disclosure as come within known or customary practice within the art to which the disclosure pertains. It is intended that the specification and examples be considered as exemplary only, with a true scope and spirit of the disclosure being indicated by the following claims.

It will be understood that the present disclosure is not limited to the precise arrangements described above and shown in the 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

1. A flexible transmission system for a new energy vehicle comprises a driving motor and a reduction gearbox, and is characterized by further comprising a torsion vibration damping device which is arranged between the driving motor and the reduction gearbox and used for flexibly transmitting power output by the driving motor to the reduction gearbox; the torsional vibration damper includes:

the shell is used for connecting the driving motor and the reduction gearbox;

2. The flexible drive system for a new energy vehicle according to claim 1,

the first rigid part comprises a first body in driving connection with the driving motor and a first annular edge arranged on the edge of the first body; the second rigid part comprises a second body which is connected with the reduction gearbox in a driving way and a second annular edge which is arranged on the edge of the second body; the first annular edge and the second annular edge are oppositely arranged;

3. The flexible transmission system for the new energy vehicle according to claim 2, wherein when the side face is connected to the first annular edge, the first annular edge is located inside the second annular edge, and a first gap is reserved between the first annular edge and the second annular edge; and a second gap is reserved between the free end part of the first ring edge along the extension direction of the first ring edge and the second body.

4. The flexible transmission system for the new energy vehicle according to claim 2, wherein when the side face is connected to the second annular edge, the second annular edge is located inside the first annular edge, and a third gap is reserved between the second annular edge and the first annular edge; and a fourth gap is reserved between the free end part of the second ring edge along the extension direction of the second ring edge and the first body.

5. The flexible drive system for a new energy vehicle according to claim 2, characterized in that the drive motor has a motor output shaft, the motor output shaft being a first spline shaft; the reduction gearbox is provided with a reduction gearbox input shaft which is a second spline shaft; wherein,

6. The flexible drive system for a new energy vehicle of claim 2, wherein the drive motor has a motor output shaft; the reduction gearbox is provided with a reduction gearbox input shaft which is a third spline shaft; wherein,

7. The flexible drive system for a new energy vehicle of claim 5, wherein the reduction gearbox further has a reduction gearbox output shaft;

8. The flexible transmission system for the new energy vehicle according to claim 5, wherein the motor output shaft and the reduction gearbox input shaft are arranged in the same axial direction.

9. The flexible drive system for a new energy vehicle of claim 1, wherein a mounting portion is provided in the housing for mounting the torsion damping mechanism.

10. The flexible transmission system for a new energy vehicle according to claim 1, wherein the flexible member is made of a rubber material.