Wide-angle multi-stage damping clutch

Abstract

A wide-angle multi-stage damping clutch belongs to the technical field of clutches. The purpose of the present invention is to add a set of damping systems on the basis of the structure of the original clutch, so as to realize a wide-angle multi-stage damping clutch capable of multi-stage damping. In the present invention, the damping disc is fastened to the outside of the right damping disc by rivets. The central hole of the damping disc of the damping disc is sleeved on the right disc shaft of the outer disc hub. Two first-stage pre-damping spring windows, four second-stage main damping spring windows and friction plate jacks are provided on both sides of the damping disc of the damping disc. There is a damping disc buckle on the edge of the damping disc. The present invention can realize wide-angle multi-stage damping performance and effectively improve the NVH characteristics and vehicle comfort of the whole vehicle.

Description

Technical Field

[0001] The present invention belongs to the technical field of clutches. Background Art

[0002] With the improvement of emission standards, the requirements for after-treatment technologies are more stringent. The vehicle emission standards are upgraded from National V to National VI. To match the National VI engine, our company has developed and designed a new type of clutch driven plate assembly. Since the torsional angles of existing 430 commercial clutches are generally 8.5 degrees and they have a two-stage damping structure, they cannot meet the usage requirements of National VI engines. Summary of the Invention

[0003] The purpose of the present invention is to add a set of damping systems on the basis of the original clutch structure, so as to provide a wide-angle multi-stage damping clutch capable of multi-stage damping.

[0004] The present invention includes a friction plate, rivets, a driven plate - transmission plate assembly, a left damping disc, a three-stage main damping outer spring, a three-stage main damping inner spring, a friction plate, an outer disc hub, an inner disc hub, a right damping disc, and a corrugated sheet. The damping disc is fastened to the outside of the right damping disc by rivets. The central hole of the damping disc of the damping disc is sleeved on the right disc shaft of the outer disc hub. Two first-stage pre-damping spring windows, four second-stage main damping spring windows, and friction plate insertion holes are opened on both sides of the damping disc of the damping disc. There is a damping disc buckle on the edge of the damping disc; a friction plate is sleeved on the right disc shaft outside the damping disc. There is a friction plate buckle on the edge of the friction plate. The friction plate buckle is inserted into the friction plate insertion hole. A friction washer and a disc spring are sequentially sleeved on the right disc shaft between the damping disc and the friction plate; a two-stage damping outer disc hub is sleeved on the tooth shaft of the inner disc hub outside the outer disc hub. The inner ring hole of the two-stage damping outer disc hub has meshing teeth that cooperate with the teeth on the tooth shaft of the inner disc hub. Two first-stage pre-damping spring windows and four second-stage main damping spring windows are opened on the surface of the two-stage damping outer disc hub; the two-stage damping outer disc hub is fixed on the small shaft of the inner disc hub by a retaining ring on the small shaft of the inner disc hub. Two first-stage pre-damping spring windows and four second-stage main damping spring windows are opened on the two-stage damping disc. A clamping groove is opened on the edge of the two-stage damping disc. The damping disc buckle is clamped in the clamping groove, and the damping disc buckle and the clamping groove are welded and fixed by a welding process; the first-stage pre-damping spring windows, the second-stage main damping spring windows, the first-stage pre-damping spring windows on the side of the damping disc, the second-stage main damping spring windows, and the first-stage pre-damping spring windows form a damping spring space. Damping springs are placed in this space. The damping springs are divided into second-stage main damping springs, inner damping springs, and first-stage pre-damping springs.

[0005] The present invention can achieve wide-angle multi-stage vibration damping performance and effectively improve the vehicle's NVH characteristics and vehicle comfort. The present invention changes the pre-vibration damping structure from the riveted structure of the pre-vibration damping driven plate and the pre-vibration damping cover plate to the assembly structure of the upper and lower damping discs clamping the outer disc hub, the retaining ring fixing the outer disc hub and the welded damping disc. The diameter of the damping spring and the distribution diameter are increased, and the torque transmission capacity of the damping system is improved. Due to the addition of the outer disc hub, the original damping system is upgraded from one stage to two stages. Thus, the design requirements of the wide-angle multi-stage damping structure are achieved. At the same time, the first-stage assembly of the pre-vibration damping and the main vibration damping breaks through the existing process and adopts the welding process for the assembly of the assembly. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 is a schematic diagram of the overall structure of the present invention;

[0007] Figure 2 is an exploded view of the overall structure of the present invention;

[0008] Figure 3 is the present invention Figure 1 of the H-H cross-sectional view;

[0009] Figure 4 is the present invention Figure 3 of the enlarged view of part I;

[0010] Figure 5 is a schematic diagram of the three-dimensional structure of the outer disc hub;

[0011] Figure 6 is a schematic diagram of the side structure of the outer disc hub;

[0012] Figure 7 is a schematic diagram of the damping disc structure of the present invention;

[0013] Figure 8 is a schematic diagram of the friction plate structure of the present invention;

[0014] Figure 9 is a schematic diagram of the inner disc hub structure;

[0015] Figure 10 is a schematic diagram of the one-stage and two-stage damping outer disc hub structure of the present invention;

[0016] Figure 11 is a schematic diagram of the one-stage and two-stage damping disc structure of the present invention;

[0017] Figure 12 is the damping spring layout diagram of the present invention;

[0018] Figure 13 is the torsional vibration damping characteristic curve diagram of the present invention;

[0019] Figure 14 is the torsional angle diagram of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0020] The present invention is mainly an improvement based on the existing clutch. A shock absorption system is added to the existing clutch. In this application, the part related to the prior art (refer to Figure 2 ) from the left shock absorption disc 4 to the right shock absorption disc 17 and the inner disc hub 9 are all parts of the structure of the existing clutch, and the other parts are all the improved and added parts of the present invention.

[0021] The present invention includes a friction plate 1, rivets 2, a driven disc - transmission disc assembly 3, a left shock absorption disc 4, a three - stage main shock absorption outer spring 5, a three - stage main shock absorption inner spring 6, a friction plate 7, an outer disc hub 8, an inner disc hub 9, a right shock absorption disc 17, and a corrugated sheet 25. This part is some of the conventional main structural components of the existing clutch, and the present invention does not change their structures.

[0022] The present invention adds a complete set of shock-absorbing systems on the basis of the original clutch. The shock-absorbing disc 19 is fastened to the outside of the right shock-absorbing disc 17 by rivets 15. The shock-absorbing disc 19 is both a connecting member of the original clutch and an encapsulation member (outer shell) on one side of the added shock-absorbing system. The central hole 1903 of the shock-absorbing disc 19 of the shock-absorbing disc is sleeved on the right disc shaft 82 of the outer disc hub 8. Two first-stage pre-shock-absorbing spring windows 1904, four second-stage main shock-absorbing spring windows 1905 and friction plate jacks 1902 are opened on the shock-absorbing disc 19. There is a shock-absorbing disc buckle 1901 on the edge of the shock-absorbing disc 19; a friction plate 13 is sleeved on the right disc shaft 82 outside the shock-absorbing disc 19. There is a friction plate buckle 1301 on the edge of the friction plate 13. The friction plate buckle 1301 is inserted into the friction plate jack 1902. A friction washer 14 and a disc spring 16 are sequentially sleeved on the right disc shaft 82 between the shock-absorbing disc 19 and the friction plate 13; a second-stage shock-absorbing outer disc hub 12 is sleeved on the inner disc hub tooth shaft 901 outside the outer disc hub 8. The inner ring hole 1202 of the second-stage shock-absorbing outer disc hub 12 has meshing teeth 1203 that cooperate with the teeth on the inner disc hub tooth shaft 901. Two first-stage pre-shock-absorbing spring windows 1204 and four second-stage main shock-absorbing spring windows 1201 are opened on the surface of the second-stage shock-absorbing outer disc hub 12; the second-stage shock-absorbing outer disc hub 12 is fixed on the inner disc hub small shaft 902 by a retaining ring 11 on the inner disc hub small shaft 902. Two first-stage pre-shock-absorbing spring windows 2701 and four second-stage main shock-absorbing spring windows 2703 are opened on the second-stage shock-absorbing disc 27. A clamping groove 2702 is opened on the edge of the second-stage shock-absorbing disc 27. The shock-absorbing disc buckle 1901 is clamped in the clamping groove 2702, and the shock-absorbing disc buckle 1901 and the clamping groove 2702 are welded and fixed by a welding process; the first-stage pre-shock-absorbing spring window 2701, the second-stage main shock-absorbing spring window 2703, the first-stage pre-shock-absorbing spring window 1904 on the shock-absorbing disc side, the second-stage main shock-absorbing spring window 1905 and the second-stage main shock-absorbing spring window 1201, the first-stage pre-shock-absorbing spring window 1204 form a shock-absorbing spring space. Shock-absorbing springs are placed in this space. The shock-absorbing springs are divided into second-stage main shock-absorbing springs 20, inner shock-absorbing springs 21 and first-stage pre-shock-absorbing springs 22.

[0023] The following describes the present invention in detail with reference to the accompanying drawings:

[0024] I. Working principle of the first-stage and second-stage shock-absorbing systems:

[0025] The damping disc 19 is fixed to the assembly by riveting with the rivet 15. The buckle 1901 of the damping disc 19 is snapped into the slot 2702 of the damping disc 27 and fixed by welding. The inner disc hub 9 and the outer disc hub 12 are circumferentially fixed by the meshing teeth and cannot rotate relative to each other. When the inner disc hub 9 rotates under the impact torque, it drives the outer disc hub 12 to rotate through the engagement of the outer teeth 901 of the inner disc hub and the inner teeth 1202 of the outer disc hub. Two primary pre-damping springs are installed oppositely in the outer disc hub 12, and the end faces of the damping springs are in close contact with the spring windows 1904 / 2701 of the damping discs 19 / 27. Four groups of secondary main damping springs are placed in the remaining windows of the outer disc hub, and there is a positive torsional idle clearance angle of 3.5° and a negative torsional idle clearance angle of 1.5° between the spring windows 1905 / 2703 of the damping discs 19 / 27. The springs in close contact with the damping discs are compressed first, and the springs with gaps are compressed later, so two different torsional stiffnesses are generated. When the outer teeth 901 of the inner disc hub 9 contact the inner teeth 83 of the outer disc hub 8, the positive torsion is 13.2° and the negative torsion is 11.2°, and the operation of the primary and secondary damping systems ends.

[0026] Working principle of the secondary and tertiary damping systems:

[0027] When the operation of the primary and secondary damping systems ends, after the inner disc hub 9 and the outer disc hub 8 eliminate the positive 13.2° and negative 11.2° angles, they become rigidly connected. The inner disc hub 9 starts to drive the outer disc hub 8 to rotate. The damping disc 4 is rigidly connected to the outer disc hub 8 by rivets, and the outer disc hub 8 drives the damping disc 4 to rotate, and relative rotation occurs with the driven disc - transmission disc assembly 3. Six groups of main damping springs are installed in the windows of the driven disc - transmission disc assembly 3. Since there is a positive and negative 8.6° angle between the inner teeth (301) of the driven disc - transmission disc assembly 3 and the outer teeth (85) of the outer disc hub, when the outer disc hub 8 drives the damping disc 4 to rotate, the damping springs are compressed with positive and negative torsions of 8.6°, and the outer teeth 85 of the outer disc hub contact the inner teeth (301) of the driven disc - transmission disc assembly, realizing the third - level damping system. During the entire damping process, the assembly rotates 21.8° in the positive direction and 19.8° in the negative direction, and the operation of the three - level damping system ends.

[0028] The clutch product is divided into two parts, the active part and the driven part. The active part is bolt - connected to the flywheel, and the driven part is spline - connected to the input shaft of the gearbox. A damping characteristic is formed between the active and driven parts to realize the torsional damping characteristic of the clutch. This product has primary, secondary, and tertiary damping characteristics. The primary and secondary damping constitute the right - hand damping system, and the tertiary damping is the left - hand damping system. The primary and secondary damping will adopt welding technology to connect the upper damping disc and the lower damping disc to form the damping system, and the tertiary damping forms the damping system through rivet connection. It mainly solves the low - frequency low - torque and high - frequency low - torque working conditions, and the tertiary damping solves the low - frequency high - torque and high - frequency low - torque working conditions of the whole vehicle, which can effectively relieve the engine vibration and improve the NVH characteristics of the whole vehicle.

[0029] The torsional vibration damping characteristic curve is divided into two directions, positive and negative. The total torsional angle is 41.6°, 21.8° in the positive direction and 19.8° in the negative direction. Among them, the idling vibration damping angle is 5°, 3.5° in the positive direction and 1.5° in the negative direction; the total angle of the secondary vibration damping is 19.4°, 9.7° in both the positive and negative directions; the tertiary vibration damping is 17.2°, 8.6° in both the positive and negative directions. The torsional angle stiffness of the first stage is 6.4 N·m / °, the torsional angle stiffness of the second stage is 48 N·m / °, and the torsional angle stiffness of the tertiary vibration damping is 273 - 370 N·m / °. The vehicle operating conditions include: start-stop conditions, cold start and warm-up idling conditions, first-gear start conditions, rapid acceleration and deceleration conditions in each gear, crawling conditions, constant-speed conditions, etc. Under these conditions, the vehicle will exhibit a series of NVH problems, and some problems can be attenuated through the clutch vibration damping characteristics. With the improvement of vehicle technology, the transmission system matching has higher requirements for the clutch vibration damping characteristics. Compared with the existing products, the vibration damping system has only two stages of vibration damping, with a total torsional angle of 24°, 12° in the positive direction and 12° in the negative direction. Among them, the angle of the first-stage vibration damping is 10°, 5° in the positive direction and 5° in the negative direction; the total angle of the second-stage vibration damping is 12°, 7° in both the positive and negative directions. The torsional angle stiffness of the first stage is 10.6 N·m / °, and the torsional angle stiffness of the second stage is 510 N·m / °. The newly developed product has a 73% increase in the torsional angle and a 27% reduction in the torsional angle stiffness compared with the existing one. The first and second stages of vibration damping mainly solve the low-frequency and low-torque and high-frequency and low-torque conditions of the vehicle, and the tertiary vibration damping solves the low-frequency and high-torque and high-frequency and low-torque conditions of the whole vehicle, which can effectively relieve the engine vibration and improve the NVH characteristics of the vehicle.

[0030] Torsional vibration damping characteristic table of the present invention:

[0031] 。

Claims

1. A wide-angle multi-stage damping clutch, comprising a friction plate (1), an outer rivet (2), a driven disk - transmission disk assembly (3), a left damping disk (4), a three-stage main damping outer spring (5), a three-stage main damping inner spring (6), a left friction plate (7), an outer disk hub (8), an inner disk hub (9), a right damping disk (17), and a corrugated sheet (25). It is characterized in that: The damping disk (19) is fastened to the outside of the right damping disk (17) through an inner rivet (15). The damping disk central hole (1903) of the damping disk (19) is sleeved on the right disk shaft (82) of the outer disk hub (8). Two first-stage inner pre-damping spring windows (1904), four second-stage inner main damping spring windows (1905), and a friction plate insertion hole (1902) are opened on the damping disk (19). A damping disk buckle (1901) is provided at the edge of the damping disk (19). A right friction plate (13) is sleeved on the right disk shaft (82) outside the damping disk (19). A friction plate buckle (1301) is provided at the edge of the right friction plate (13). The friction plate buckle (1301) is inserted into the friction plate insertion hole (1902). A friction washer (14) and a disc spring (16) are sequentially sleeved on the right disk shaft (82) between the damping disk (19) and the right friction plate (13). A two-stage damping outer disk hub (12) is sleeved on the inner disk hub tooth shaft (901) outside the outer disk hub (8). The inner ring hole (1202) of the two-stage damping outer disk hub (12) has meshing teeth (1203) that cooperate with the teeth on the inner disk hub tooth shaft (901). Two first-stage outer pre-damping spring windows (1204) and four second-stage outer main damping spring windows (1201) are opened on the surface of the two-stage damping outer disk hub (12). The two-stage damping outer disk hub (12) is fixed to the inner disk hub small shaft (902) by a retaining ring (11) on the inner disk hub small shaft (902). Two first-stage pre-damping spring windows (2701) and four second-stage main damping spring windows (2703) are opened on the two-stage damping disk (27). A clamping groove (2702) is opened on the edge of the two-stage damping disk (27). The damping disk buckle (1901) is clamped in the clamping groove (2702), and the damping disk buckle (1901) and the clamping groove (2702) are fixed by welding. The first-stage pre-damping spring windows (2701), the second-stage main damping spring windows (2703), the first-stage inner pre-damping spring windows (1904) on the damping disk side, the second-stage inner main damping spring windows (1905), the second-stage outer main damping spring windows (1201), and the first-stage outer pre-damping spring windows (1204) form a damping spring space. Damping springs are placed in this space. The damping springs are divided into second-stage main damping springs (20), inner damping springs (21), and first-stage pre-damping springs (22).

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