阅读说明：本技术 一种乘用车传动轴支撑结构 (Passenger car transmission shaft supporting structure ) 是由 宣腾飞 陶维龙 张义 张建伟 吴全军 温敏 于 2021-10-14 设计创作，主要内容包括：本发明涉及一种乘用车传动轴支撑结构,包括传动轴支撑支架,设置于传动轴支撑支架的下部穿孔内的轴承,传动轴穿过轴承的内圈,在传动轴支撑支架的下部穿孔的内表面设置有第一硫化橡胶层。当发动机将激励力通过传动轴支撑传递到驱动轴时,传动轴支撑内的硫化橡胶层起到了隔振效果,从而减小了发动机传递到传动轴的能量。同时增加硫化橡胶层使传动轴支撑的刚度降低,减小了共振的风险。(The invention relates to a passenger car transmission shaft supporting structure which comprises a transmission shaft supporting bracket and a bearing arranged in a lower through hole of the transmission shaft supporting bracket, wherein a transmission shaft penetrates through an inner ring of the bearing, and a first vulcanized rubber layer is arranged on the inner surface of the lower through hole of the transmission shaft supporting bracket. The vulcanized rubber layer in the drive shaft support provides a vibration isolation effect when the engine transmits an excitation force to the drive shaft through the drive shaft support, thereby reducing the energy transmitted by the engine to the drive shaft. Meanwhile, the vulcanized rubber layer is added, so that the rigidity of the transmission shaft support is reduced, and the risk of resonance is reduced.)

1. A passenger car transmission shaft supporting structure comprises a transmission shaft supporting bracket and a bearing arranged in a lower perforation of the transmission shaft supporting bracket, wherein a transmission shaft penetrates through an inner ring of the bearing.

2. The passenger vehicle propeller shaft support structure of claim 1, wherein the lower perforated hole of the propeller shaft support bracket has a stepped hole structure, and is formed by a first perforated hole and a second perforated hole, the first perforated hole having an inner diameter larger than that of the second perforated hole, and the first vulcanized rubber layer is provided on an inner surface of the first perforated hole.

3. The passenger vehicle propeller shaft support structure of claim 2, wherein the thickness of the first vulcanized rubber layer is smaller than a difference between an inner diameter of the first through hole and an inner diameter of the second through hole.

4. The passenger vehicle propeller shaft support structure of claim 2, wherein a thickness of the first vulcanized rubber layer is smaller than a thickness of the bearing outer race.

5. The passenger vehicle propeller shaft support structure of claim 1, wherein a second layer of vulcanized rubber is provided on an outer surface of the bearing outer race.

6. The passenger vehicle propeller shaft support structure of claim 5, wherein a thickness of the first vulcanized rubber layer is greater than a thickness of the second vulcanized rubber layer.

7. The passenger vehicle propeller shaft support structure of claim 5, wherein the first vulcanized rubber layer and the second vulcanized rubber layer have different coefficients of elasticity.

8. The passenger vehicle transmission shaft support structure according to claim 5, wherein a concave-convex matching structure is arranged between the first vulcanized rubber layer and the second vulcanized rubber layer.

Technical Field

The invention belongs to the technical field of noise reduction, and particularly relates to a transmission shaft supporting structure of a passenger car.

Background

The roaring sound is a common noise in a vehicle, mainly represented by that when the vehicle runs at a certain speed or an engine is at a certain rotating speed, the sound pressure level in the vehicle is suddenly increased to press the eardrum of a person, and the frequency range of the roaring sound is narrow and is mostly in the range of 20-200 Hz.

In general, in order to avoid acoustic boom occurring in the engine speed range at the normal vehicle speed when the vehicle is running, the modes of the whole vehicle and the parts level need to be reasonably planned in the design stage of the whole vehicle so as to avoid acoustic boom. If the modal design of the components is not reasonable, the components may be coupled with the relevant component frequency at a certain engine speed to resonate to generate a roaring sound.

In a general front-wheel drive vehicle, resonance of a propeller shaft connecting left and right wheels is one of important causes of in-vehicle booming. Due to the structural reason of the transmission shaft, as shown in fig. 1, the transmission shaft comprises a transmission shaft 1, a transmission shaft support 2 and a dynamic vibration absorber 3, the mode of the existing transmission shaft is generally within 200Hz, and the whole vehicle is easy to resonate at 3000rpm-4000rpm, so that the dynamic vibration absorber is added to the transmission shaft of many vehicle types on the market at present to solve the resonance problem of the transmission shaft.

Disclosure of Invention

The invention aims to provide a passenger car transmission shaft supporting structure to solve the problem of in-car rolling caused by transmission shaft resonance.

In order to realize the purpose, the invention is realized by the following technical scheme:

a passenger car transmission shaft supporting structure comprises a transmission shaft supporting bracket and a bearing arranged in a lower perforation of the transmission shaft supporting bracket, wherein a transmission shaft penetrates through an inner ring of the bearing, and a first vulcanized rubber layer is arranged on the inner surface of the lower perforation of the transmission shaft supporting bracket.

Further, a lower through hole of the transmission shaft support bracket is of a stepped hole structure and is composed of a first through hole and a second through hole, the inner diameter of the first through hole is larger than that of the second through hole, and the first vulcanized rubber layer is arranged on the inner surface of the first through hole.

Further, the thickness of the first vulcanized rubber layer is smaller than the difference between the inner diameter of the first through hole and the inner diameter of the second through hole.

Further, the thickness of the first vulcanized rubber layer is smaller than that of the bearing outer ring.

Furthermore, a second disulfide rubber layer is arranged on the outer surface of the bearing outer ring.

Further, the thickness of the first vulcanized rubber layer is larger than that of the second vulcanized rubber layer.

Further, the elastic coefficients of the first vulcanized rubber layer and the second vulcanized rubber layer are different.

Furthermore, a concave-convex matching structure is arranged between the first vulcanized rubber layer and the second vulcanized rubber layer.

The invention has the beneficial effects that:

the vulcanized rubber layer in the drive shaft support provides a vibration isolation effect when the engine transmits an excitation force to the drive shaft through the drive shaft support, thereby reducing the energy transmitted by the engine to the drive shaft. Meanwhile, the vulcanized rubber layer is added, so that the rigidity of the transmission shaft support is reduced, and the risk of resonance is reduced.

Drawings

FIG. 1 is a schematic view of a prior art propeller shaft assembly;

FIG. 2 is a schematic view of a drive shaft support bracket;

fig. 3 is a sectional view of a drive shaft support structure.

Description of the reference numerals

1. The vibration absorber comprises a transmission shaft, 2, a transmission shaft support, 3, a dynamic vibration absorber, 4, a transmission shaft support bracket, 5, a mounting hole, 6, a lower perforation, 7, a bearing, 8, a first vulcanized rubber layer, 61, a first perforation, 62 and a second perforation.

Detailed Description

In the description of the present application, it should be noted that the terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of describing technical solutions of the present application and simplifying the description, but do not indicate or imply that the referred devices or elements must have specific orientations, be configured in specific orientations, and operate, and thus, cannot be construed as limiting the technical solutions of the present application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.

In the description of the present application, it is to be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "disposed," "connected," and the like are to be construed broadly, such as "connected," which may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present application can be understood in a specific case by those of ordinary skill in the art.

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

As shown in fig. 2 and 3, the passenger car transmission shaft supporting structure of the present application includes a transmission shaft supporting bracket 4, which has the same outer shape as a conventional transmission shaft supporting bracket in this embodiment, and includes a transmission shaft supporting bracket body, a lower through hole 6 provided at a lower end of the transmission shaft supporting bracket body for mounting a bearing, and a mounting hole 5 provided above the lower through hole for mounting the transmission shaft supporting bracket to a car body.

In the present application, the lower through hole 6 has a stepped hole structure, and is composed of a first through hole 61 and a second through hole 62, and the inner diameter of the first through hole is larger than the inner diameter of the second through hole, the bearing 7 is disposed in the first through hole, the first vulcanized rubber layer 8 is disposed on the inner surface of the first through hole, and the thickness of the first vulcanized rubber layer is smaller than the difference between the inner diameter of the first through hole and the inner diameter of the second through hole, so that the bearing can be prevented from coming off from the second through hole, and axial play can be prevented.

In other embodiments of the present application, the thickness of the first vulcanized rubber layer is smaller than that of the bearing outer ring, so as to avoid the relative rotation of the bearing from affecting the rotation of the transmission shaft.

In other embodiments of the present application, a second vulcanized rubber layer is disposed on the outer surface of the outer ring of the bearing, and the thickness of the first vulcanized rubber layer is greater than that of the second vulcanized rubber layer, so that the resonance of the transmission shaft is further reduced and the noise is reduced from being transmitted into the vehicle through the double vulcanized rubber layers.

In other embodiments of the present application, the first vulcanized rubber layer and the second vulcanized rubber layer have different elastic coefficients, and the function of the first vulcanized rubber layer and the second vulcanized rubber layer is also to prevent the transmission shaft from generating resonance phenomenon.

In other embodiments of the present application, a concave-convex matching structure is further provided between the first vulcanized rubber layer and the second vulcanized rubber layer, specifically, for example, a plurality of grooves are provided on the first vulcanized rubber layer along the axial direction of the first through hole, a plurality of protrusions matched with the grooves are provided on the second vulcanized rubber layer along the axial direction of the bearing, so as to prevent the bearing and the transmission shaft supporting bracket from rotating relatively, and further, a plurality of axial grooves are provided on the inner surface of the first through hole, and then the first vulcanized rubber layer is vulcanized, so as to reduce the resonance while preventing the bearing and the transmission shaft supporting bracket from rotating relatively.

Although embodiments of the present application have been shown and described, it will be appreciated by those skilled in the art that changes, modifications, substitutions and alterations can be made in these embodiments without departing from the principles and spirit of the application, the scope of which is defined in the appended claims and their equivalents.