Automobile dual-mass flywheel with continuous varied stiffness and high torque

Abstract

The invention discloses an automobile dual-mass flywheel with continuous varied stiffness and high torque. The flywheel comprises a starting gear ring, a primary flywheel, a secondary flywheel, a first spring seat, a second spring seat and a shock-absorbing spring; the secondary flywheel forms an arc transition curve surface II at the middle part of each surface; the circumference of the inner wall of the primary flywheel is provided with protrusion blocks, and the middle parts of the inner walls between the adjacent protrusion blocks form raised transition curve surfaces I; a shock-absorbingcontaining cavity is formed between the primary flywheel and the secondary flywheel; the first spring seat and the second spring seat can be movably arranged in the shock-absorbing containing cavity,and the shock-absorbing spring is arranged between the first spring seat and the second spring seat. By utilizing the flywheel, the favorable property and combined friction property of continuous varied stiffness of which the torque property nonlinearity increases as the increasing of a torsion angle can be obtained, and the impact to a gear box by the torsion vibration is reduced and absorbed; and under the condition of satisfying the same maximal torque, not only the flywheel has flexibility with a small torsional angle, and simultaneously the loading bored by the shock-absorbing spring is less.

Description

technical field [0001] The invention relates to a dual-mass flywheel of an automobile transmission system power assembly, in particular to a dual-mass flywheel between an automobile engine and a clutch gearbox. Background technique [0002] With the emergence of more and more powerful engines and the improvement of the overall driving performance requirements of automobiles, the development of dual-mass flywheels is facing more and more severe challenges. In order to adapt to the flexibility of low speed and small torque, the first-order resonance speed is reduced below the engine idle speed to avoid first-order resonance and high speed, high torque and high resistance torque. The high rigidity makes the maximum resistance torque greater than the maximum torque of the engine and has overload protection. LUK and others have developed a dual-mass flywheel with segmented combined stiffness. Each group of shock absorbers consists of multiple springs from series to single and fin...

AI Technical Summary

Problems solved by technology

Depend on figure 1 It is known that the dual-mass flywheel with segmental combined stiffness is more flexible at small torsion angles, and has greater resistance torque at large torsion angles. However, although the torque characteristics are continuous, the torque characteristics of each segment are still linearly changing. When switching, the stiffness changes suddenly, that is, the stiffness jump phenomenon occurs, resulting in impact load and noise when the gearbox gears mesh, and the structure is complex

figure 1 The thin solid line 2a is a dual-mass flywheel with single-stage stiffness. Its torque curve is approximately an oblique straight line, and its stiffness is basically unchanged. Although there is no stiffness jump phenomenon, it is difficult to meet the requirement of large torque at a large torsion angle. And at the same time take into account the small stiffness at small torsion angles

The dual-mass flywheel must ensure that the first-order resonance speed is isolated below the idle speed of the engine, and requires small stiffness at small torsion angles. Therefore, the dual-mass flywheel with single-stage stiffness cannot obtain high resistance torque at large torsion angles, and cannot be applied to Engine with high power and high output torque

Images