Damping device with clutch
By integrating the clutch onto the shock absorber output flange and supporting it with a thrust bearing, the problem of increased axial dimensions after clutch and shock absorber integration is solved, achieving a compact layout and cost-effectiveness.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SCHAEFFLER TECHNOLOGIES AG & CO KG
- Filing Date
- 2020-11-24
- Publication Date
- 2026-05-12
AI Technical Summary
In the prior art, the integration of the clutch with the dual-mass flywheel damper leads to an increase in the axial dimension of the damper and a rise in production costs, making it difficult to achieve a compact layout.
The clutch is integrated into the output flange of the shock absorber. The clutch disc, which is coaxially arranged with the output flange of the shock absorber, can selectively engage or disengage, forming two parallel torque transmission ports. The output flange of the shock absorber is supported by a thrust bearing to reduce the axial dimension.
A compact layout of the vibration damping device was achieved, reducing production costs, and transmission efficiency was improved by selectively engaging the clutch to control the transmission path.
Smart Images
Figure CN114542662B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vehicle technology. Specifically, this invention relates to a vibration damping device with a clutch. Background Technology
[0002] In today's society, where environmental and energy issues are becoming increasingly serious, new energy vehicles are receiving more and more attention from the industry. Among the various new energy vehicles currently available, hybrid vehicles, which use both an internal combustion engine and an electric motor for propulsion, are a common type. Hybrid vehicles are typically categorized based on the position of the electric motor in the transmission system. For example, P1 refers to a layout where the electric motor is positioned after the engine and before the clutch, while P3 refers to a layout where the electric motor is positioned at the output end of the transmission. For vehicles with a P1 motor, especially hybrid vehicles using a P1+P3 layout, to reduce the size of the transmission system, the clutch and damper are often integrated. In this type of transmission system, the clutch is typically integrated into a dual-mass flywheel (DMF) damper with dual torque output hubs.
[0003] For example, CN 108138900 A and CN 107110286 A disclose typical prior art designs that integrate a clutch with a dual-mass flywheel type vibration damper. In these designs, the clutch is mounted on the secondary flywheel mass at the output end of the vibration damper, specifically on the side of the secondary flywheel mass facing outwards from the damper. This results in a significant increase in the axial dimension of the vibration damper and raises production costs after integrating the clutch into it. Summary of the Invention
[0004] Therefore, the technical problem to be solved by the present invention is to provide a compact vibration damping device with a clutch.
[0005] The aforementioned technical problem is solved by a vibration damping device with a clutch according to the present invention. The vibration damping device includes: a flywheel; a damper output flange arranged coaxially with the flywheel; and a damping spring abutting between the flywheel and the damper output flange along the rotation direction of the vibration damping device, thereby enabling torque transmission between the flywheel and the damper output flange. The vibration damping device further includes a clutch disc arranged coaxially with the damper output flange, the clutch disc being axially located on the side of the damper output flange opposite to the flywheel, and capable of axially abutting against the damper output flange to transmit torque between the damper output flange and the clutch disc, or separating from the damper output flange to disconnect the torque transmission between the damper output flange and the clutch disc. The damper output flange and the clutch disc can constitute two parallel torque transmission ports of the vibration damping device.
[0006] In this vibration damping device, the flywheel can serve as one torque transmission port connected to, for example, the output shaft of an engine. The clutch disc and the damper output flange can serve as two parallel torque transmission ports opposite the flywheel, connected to, for example, the output shaft of an electric motor and the input shaft of a transmission, respectively. When torque is transmitted from the engine to the transmission, the flywheel acts as the torque input end of the vibration damping device, while the clutch disc and the damper output flange act as two parallel torque output ends. Conversely, when torque is transmitted from the transmission to the engine, the flywheel acts as the torque output end of the vibration damping device, while the clutch disc and the damper output flange act as two parallel torque input ends. In other words, two parallel torque transmission paths can be formed between the flywheel and the clutch disc, and between the flywheel and the damper output flange. In the transmission path that transmits torque through the clutch disc, the selectively engaged damper output flange and the clutch disc constitute the clutch. Therefore, the engagement and disengagement of the transmission path through the clutch can be controlled by changing the engagement relationship between the clutch disc and the damper output flange as needed. The connection between the shock absorber output flange and the clutch disc is selective: when torque transmission between the shock absorber output flange and the clutch disc is required, the clutch disc can abut against the shock absorber output flange, in which case the clutch is engaged and can transmit torque through, for example, friction or form fit; when torque transmission between the shock absorber output flange and the clutch disc is not required, the clutch disc can disengage from the shock absorber output flange, in which case the clutch is disengaged and cannot transmit torque. This means integrating the clutch located between the shock absorber and the transmission in the vehicle's drivetrain into the shock absorber device. In this integrated shock absorber device, the clutch is directly integrated into the shock absorber output flange, rather than into another flywheel near the output end, which makes the axial dimension of the shock absorber device relatively small, thus facilitating a more compact layout.
[0007] According to a preferred embodiment of the invention, the vibration damping device may further include a thrust bearing mounted between the flywheel and the damper output flange, the damper output flange being axially supported on the flywheel via the thrust bearing. When the clutch integrated in the vibration damping device engages, an axial engagement force toward the damper output flange needs to be applied to the clutch disc to ensure tight contact between the clutch disc and the damper output flange. This axial force is transmitted through the clutch disc to the damper output flange, and then through the thrust bearing to the flywheel. This means that the axial engagement force of the clutch is ultimately borne by a structure such as a support shaft on one side of the flywheel via the thrust bearing. Therefore, the thrust bearing provides stable axial support for the damper output flange with integrated clutch while ensuring that the damper output flange can rotate relative to the flywheel.
[0008] According to another preferred embodiment of the invention, the vibration damping device may further include a base flange fixed to the flywheel, and a thrust bearing mounted between the flywheel and the damper output flange may indirectly abut against the flywheel via the base flange. The thrust bearing may include a first bearing ring abutting against the flywheel and a second bearing ring abutting against the damper output flange. The base flange may radially constrain the first bearing ring of the thrust bearing, thereby preventing the first bearing ring from moving in a plane perpendicular to the axial direction. For example, the base flange may have an annular axial section that may surround the radially inner or radially outer side of the first bearing ring, thereby constraining the first bearing ring. Similarly, the vibration damping device may preferably also include a damper flange hub fixedly connected to the damper output flange, which may radially constrain the second bearing ring. For example, the damper flange hub may surround the radially inner side of the second bearing ring while engaging a drive shaft on the radially inner side. Alternatively, the second bearing ring may also be supported on other components, such as the rollers of the thrust bearing.
[0009] According to another preferred embodiment of the invention, the damping device may further include an engagement loading mechanism located axially on the side of the clutch disc opposite to the damper output flange, the engagement loading mechanism being capable of pushing the clutch disc axially against the damper output flange. In other words, when the clutch needs to engage, the engagement loading mechanism is used to apply an axial engagement force to the clutch disc, causing the clutch disc to abut against the damper output flange, thereby generating a torque-transmitting force (e.g., friction) on the contact surface between the two.
[0010] According to another preferred embodiment of the invention, the damping device may further include a clutch cover fixedly connected to the damper output flange, with at least a portion of the clutch disc axially positioned between the damper output flange and the clutch cover, and an engagement loading mechanism capable of axially abutting between the clutch cover and the clutch disc. When the clutch is engaged, the engagement loading mechanism can apply an axial engagement force to the clutch disc with the clutch cover as a fulcrum, causing the clutch disc to tightly abut against the damper output flange. When the clutch is disengaged, the engagement loading mechanism may abut against the clutch disc without applying an axial engagement force, or the applied axial engagement force may be insufficient to cause the clutch disc to abut against the damper output flange, or it may not completely disengage from the clutch disc. Preferably, this engagement loading mechanism can be a diaphragm spring. The diaphragm spring can elastically abut against the clutch cover and the clutch disc.
[0011] According to another preferred embodiment of the invention, the clutch cover can be fixedly connected to the damper output flange on the radially outer side of the clutch disc, and at least a portion of the clutch disc located between the damper output flange and the clutch cover extends radially outward from the radially inner side. Therefore, the functional portion of the clutch disc for torque engagement is located at its radially outer edge. This allows for a larger contact area between the clutch disc and the damper output flange, and facilitates installation. In this case, the damping spring can preferably be located radially outer of the clutch cover. Therefore, the central portion of the clutch disc can, for example, be used for connection to a drive shaft for input or output torque.
[0012] According to another preferred embodiment of the invention, the damping device may further include a pressure plate located axially between the engagement loading mechanism and the clutch disc, wherein the engagement loading mechanism can indirectly abut against the clutch disc axially via the pressure plate. The pressure plate can provide a flat contact surface with the clutch disc, thereby facilitating control of the clutch disc.
[0013] The aforementioned technical problems are also solved by a hybrid power device according to the present invention. The hybrid power device includes a first drive shaft, a second drive shaft, and the aforementioned damping device, wherein a damper output flange is connected to one of the first and second drive shafts, and a clutch disc is connected to the other of the first and second drive shafts.
[0014] Furthermore, the vibration damping device may also include a clutch flange hub and / or a vibration damper flange hub, the first drive shaft is a hollow shaft, the second drive shaft is located inside the first drive shaft, the vibration damper output flange is connected to the second drive shaft through the vibration damper flange hub, and / or, the clutch disc is connected to the first drive shaft through the clutch flange hub. Attached Figure Description
[0015] The invention is further described below with reference to the accompanying drawings. In the drawings, the same reference numerals represent elements with the same function. Wherein:
[0016] Figure 1 A schematic diagram of a vehicle drivetrain employing a vibration damping device according to an embodiment of the present invention is shown; and
[0017] Figure 2 A cross-sectional view of a vibration damping device according to an embodiment of the present invention is shown. Detailed Implementation
[0018] The following describes specific embodiments of the vibration damping device according to the present invention in conjunction with the accompanying drawings. The detailed description and drawings below are provided to exemplify the principles of the invention; however, the invention is not limited to the described preferred embodiments, and the scope of protection of the invention is defined by the claims.
[0019] According to an embodiment of the present invention, a vibration damping device with a clutch is provided; in other words, this vibration damping device integrates the functions of a vibration damper and a clutch. This vibration damping device is used in the drivetrains of various motor vehicles, and is particularly suitable for hybrid vehicles.
[0020] Figure 1 The layout of the transmission system employing the vibration damping device D according to an embodiment of the present invention is schematically shown. Figure 1 As shown, the hybrid vehicle includes an engine E (internal combustion engine) and a first electric motor M1. A damping device D is located at the rear end of the engine E, and the output shaft of the engine E is connected to the input shaft of the damping device D, thereby enabling torque transmission between the engine E and the damping device D. The damping device D has two coaxially arranged output ends, one of which is a first drive shaft 13 that is driven by the input shaft of the transmission, and the other output end is a second drive shaft 14 that is driven by the output end of the first electric motor M1. The first drive shaft 13 surrounds the radially outer side of the second drive shaft 14 and is coaxially arranged with the output shaft of the engine E. Figure 1 The diagram only briefly shows a portion of the transmission structure, which may include, for example, a third driveshaft 15 arranged parallel to the first driveshaft 13 and the second driveshaft 14. The first driveshaft 13 and the third driveshaft 15 may be connected via, for example, a gear set to change the speed at which the output torque is altered.
[0021] exist Figure 1 In the layout shown, the input and output ends of each component are only relative; the input and output ends of the same component may switch between each other under different operating states of the vehicle. For example, in the first motor drive state, the first motor M1 can input torque to the damping device D through the second drive shaft 14, and transmit it to the third drive shaft 15 of the transmission through the damping device D. In this case, the second drive shaft 14 is actually the input end of the damping device D. According to the invention, the damping device D integrates a clutch, so the clutch can be engaged or disengaged as needed to form a torque transmission combination of the first motor M1, the engine E, and the second motor M2. At this time, it can be seen that in the aforementioned first motor drive state, the first motor M1 is located at the front end of the clutch in the torque transmission path toward the clutch, i.e., position P1 as described above. In addition, a second motor M2 can also be provided at the rear end of the transmission. The output end of the second motor M2 can also be connected to the third drive shaft 15, for example, through a gear set. In this case, the second motor M2 is located at position P3 as described above. That is, Figure 1 The transmission system shown is a P1+P3 layout.
[0022] The following is for reference Figure 2 The specific structure of the vibration damping device according to the present invention will be described in detail. Figure 2 A cross-sectional view of the vibration damping device D according to an embodiment of the present invention is shown in a section passing through the central axis. Figure 2 As shown, the vibration damping device includes a flywheel 3, a damping spring 4, a damper output flange 5, and a clutch disc 7. The flywheel 3, damper output flange 5, and clutch disc 7 are each a generally disc-shaped component and have approximately the same axis of rotation (i.e., coaxially arranged).
[0023] Flywheel 3 is a disc-shaped component with a large moment of inertia. Flywheel 3 is axially located on the engine-side of the damping device and is torsionally connected to the engine's output shaft. Flywheel 3 can be fixed to the engine's crankshaft, for example, via bolt 1. Flywheel 3 can input torque from the engine into the damping device and can buffer the torque vibration input to the damping device through its own inertia.
[0024] The vibration damping device may include at least one, preferably multiple, damping springs 4. The damping springs 4 may be, for example, arc-shaped or cylindrical helical springs, or other forms of elastic components. When multiple damping springs 4 are provided in the vibration damping device, these springs 4 are arranged circumferentially at intervals, particularly uniformly spaced circumferentially, around the central axis (i.e., the axis of rotation) of the vibration damping device. The damping springs 4 abut against the flywheel 3 and the output flange 5 of the damper along the rotation direction of the vibration damping device, thereby transmitting torque between them and absorbing torque vibrations through their own elastic deformation.
[0025] The damper output flange 5 is axially located on the side of the flywheel 3 facing away from the engine. Preferably, the damping spring 4 can be installed in a portion near the radial outer edge of the damper output flange 5, particularly in a spring window formed in this portion. Torque from the engine, after being damped by the damping spring 4, is transmitted to the damper output flange 5 via the damping spring 4. Figure 2 In this device, the damping spring 4 is located on the outer radial side of the damper, but optionally or additionally, the damping spring may also be located on the inner radial side of the damper and / or in the middle radial side of the damper.
[0026] The clutch disc 7 is axially located on the side of the shock absorber output flange 5 facing away from the flywheel 3 and is rotatable relative to the shock absorber output flange 5. The clutch disc 7 is primarily used to cooperate with the shock absorber output flange 5 to form a clutch capable of engaging or disengaging the torque transmission path. This clutch has two states: engaged and disengaged. In the engaged state, the clutch disc 7 can be tightly pressed against the shock absorber output flange 5 axially under the action of an axial engagement force, thereby generating friction or form fit on their contact surfaces. Torque can then be transmitted between the shock absorber output flange 5 and the clutch disc 7. In the disengaged state, the axial engagement force acting on the clutch disc 7 is removed or reduced, causing the clutch disc 7 to separate from the shock absorber output flange 5. "Disengagement" here can mean either a complete lack of contact between the shock absorber output flange 5 and the clutch disc 7, or a situation where there is contact between the shock absorber output flange 5 and the clutch disc 7, but insufficient force to generate enough torque to transmit a significant torque. To facilitate switching between these two states, the functional part of the clutch disc 7 for engaging can be moved slightly axially (e.g., by elastic deformation), or the clutch disc 7 as a whole can be moved slightly axially (e.g., by loosening).
[0027] In this configuration, the damper output flange 5 and the clutch disc 7 can serve as two torque transmission ends of the damping device, transmitting torque in parallel. The clutch function is implemented in the path of inputting or outputting torque via the clutch disc 7. In this damping device, the torque input or output structure connected to the damper output flange 5 and the clutch disc 7 consists of two coaxially arranged drive shafts. Figure 1 The diagram also shows two drive shafts: a first drive shaft 13, torsionally connected to the clutch disc 7, and a second drive shaft 14, torsionally connected to the damper output flange 5. The first drive shaft 13 is a hollow shaft, and the second drive shaft 14 passes radially inward from the first drive shaft 13. The first drive shaft 13 can, for example, be connected to the input shaft of a transmission, while the second drive shaft can, for example, be connected to a motor (…). Figure 1 The output shaft of the first motor M1 in the motor is connected.
[0028] Preferably, to facilitate connection of the drive shaft, the vibration damping device may further include a clutch flange hub 11 and / or a damper flange hub 12. The clutch flange hub 11 is fixedly connected to the clutch disc 7 (e.g., by welding, interference fit, form fit, or integral formation) and is torsionally connected to the first drive shaft 13, for example, via a spline on the radially outer side of the first drive shaft 13. Correspondingly, the damper flange hub 12 is fixedly connected to the damper output flange 5 (e.g., by welding, interference fit, form fit, or integral formation) and is torsionally connected to the second drive shaft 14, for example, via a spline on the radially outer side of the second drive shaft 14.
[0029] To provide the axial engagement force for the clutch disc 7 to abut against the damper output flange 5, an engagement loading mechanism is preferably provided in the damping device. The engagement loading mechanism is axially mounted on the side of the clutch disc 7 facing away from the damper output flange 5. When the clutch needs to be engaged, the engagement loading mechanism can apply an axial engagement force to the clutch disc 7, thereby pushing the clutch disc 7 axially against the damper output flange 5, resulting in sufficient friction or form-fitting at the contact surfaces. When the clutch needs to be disengaged, the engagement loading mechanism can remove or reduce the axial engagement force, reducing or completely separating the friction between the clutch disc 7 and the damper output flange 5. In this embodiment, the engagement loading mechanism is preferably a diaphragm spring 8. In other embodiments, the engagement loading mechanism can also be other types of components.
[0030] In this embodiment, the damping device may further include a generally annular clutch cover 6. The clutch cover 6 is fixedly connected to the damper output flange 5 on one radial side, and axially spaced from the damper output flange 5 on the other radial side. Therefore, an annular space opening radially to one side is formed between the damper output flange 5 and the clutch cover 6. At least a portion of the clutch disc 7 extends into this annular space, thereby being axially positioned between the damper output flange 5 and the clutch cover 6. Specifically, in this embodiment, the clutch cover 6 is fixedly connected to the damper output flange 5 on the radially outer side of the clutch disc 7, and its radially inner portion is spaced from the damper output flange 5, thus the radially outer portion of the clutch disc 7 extends outward from the radially inner side between the damper output flange 5 and the clutch cover 6. The damping spring 4 is located on the radially outer side of the clutch cover 6, where the space on the radially inner side of the damper output flange 5 and the clutch disc 7 can be used to install torque input or output structures. However, if the actual installation space allows, this installation relationship may also be arranged in the opposite radial direction.
[0031] Preferably, at least a portion of the diaphragm spring 8, which serves as the engagement loading mechanism, may be located between the clutch cover 6 and the clutch disc 7. For example, in Figure 2 In the illustrated embodiment, the radially outer portion of the diaphragm spring 8 extends between the clutch cover 6 and the clutch disc 7. At least when the diaphragm spring 8 applies an axial engagement force to the clutch disc 7, the diaphragm spring 8 can axially abut against the clutch cover 6 and the clutch disc 7. In this case, the diaphragm spring 8 can, for example, apply an axial engagement force to the clutch disc 7 using the clutch cover 6 as a fulcrum based on the lever principle. The axial engagement force applied by the diaphragm spring 8 can be controlled by a separate actuation mechanism, such as a mechanical or electromagnetic actuation mechanism (not shown) located on the side of the diaphragm spring 8 opposite to the clutch disc 7.
[0032] Preferably, a pressure plate 9 may be additionally provided to facilitate the application of axial engagement force to the clutch disc 7 by the engagement loading mechanism. The pressure plate 9 is axially located between the engagement loading mechanism and the clutch disc 7. The pressure plate 9 may, for example, be formed as an annular plate. When the engagement loading mechanism applies an axial engagement force to the clutch disc 7, the engagement loading mechanism indirectly abuts against the clutch disc 7 through the pressure plate 9. Therefore, when the clutch is engaged, the clutch disc 7 is clamped between the damper output flange 5 and the pressure plate 9. To facilitate the transition of the clutch between the engaged and disengaged states, the pressure plate 9 is preferably axially movable relative to the damper output flange 5. There are no particular requirements for other connection relationships between the pressure plate 9, the engagement loading mechanism, and the clutch cover 6. The three can be torsionalally connected, fixedly connected, or detachably in contact with each other. For example, similar to existing friction clutches, the pressure plate 9 can be torsionally connected to the clutch cover 6 via an elastic transmission plate, for instance. Thus, the damper output flange 5 and the pressure plate 9 can form two sets of symmetrical contact surfaces on both sides of the clutch disc 7 in the axial direction, which in particular can improve the efficiency of torque transmission through friction.
[0033] In the clutch of this damping device, the axial engagement force for operating the clutch acts on the clutch disc 7 through the engagement loading mechanism and is transmitted to the damper output flange 5 through the clutch disc 7. This operation causes the damper output flange 5 to tend to move axially toward the flywheel 3. To support the damper output flange 5 axially against the axial engagement force, a thrust bearing 10 can be provided between the flywheel 3 and the damper output flange 5. The thrust bearing 10 can be any type of bearing with axial load capacity. The damper output flange 5 is axially supported on the flywheel 3 by the thrust bearing 10, thereby transmitting the axial engagement force acting on the damper output flange 5 to the flywheel 3. Ultimately, the axial engagement force is borne by the support structure connected to the flywheel 3. The thrust bearing 10 allows for a small relative movement between the damper output flange 5 and the flywheel 3 in a plane perpendicular to the axial direction, thereby compensating for misalignment between the engine output shaft and the transmission input shaft. Of course, depending on the connection between the flywheel and the crankshaft, the thrust bearing 10 can also be placed between the crankshaft and the damper output flange 5.
[0034] The thrust bearing 10 may include a first bearing ring and a second bearing ring capable of relative rotation, both bearing rings being arranged axially. The first bearing ring abuts against the flywheel 3, while the second bearing ring abuts against the damper output flange 5. The damping device may also include a base flange 2 fixedly connected to the flywheel 3, the base flange 2 having an axially extending portion and a radially extending portion. The first bearing ring of the thrust bearing 10 may abut axially against the radial portion of the base flange 2, thereby indirectly abutting against the flywheel 3. Simultaneously, the axial portion of the base flange 2 surrounds the radially inner or radially outer side of the first bearing ring, thereby radially constraining the first bearing ring. The second bearing ring of the thrust bearing 10 may be mounted radially outer of the damper flange hub 12, such that the damper flange hub 12 radially constrains the second bearing ring.
[0035] According to another preferred embodiment, the damping device D may also include other components not mentioned or shown in the above embodiments. For example, the damping device D may also include an additional flywheel, i.e., a second flywheel, mounted on the side near the clutch, such that the damping device is configured as a dual-mass flywheel type damper. In this case, the damper output flange 5 and the other aforementioned components constituting the clutch are axially located between the two flywheels.
[0036] It should be noted that the vibration damping device according to embodiments of the present invention is not limited to... Figure 1 The drivetrain layout shown is used in hybrid vehicles. Those skilled in the art will understand that this damping device can also be applied to various non-P1+P3 layouts (e.g., simple P1 layouts) and / or non-hybrid vehicles that require the integration of the clutch and damper.
[0037] While possible embodiments have been described exemplarily in the foregoing description, it should be understood that numerous variations of embodiments exist through combinations of all known and readily conceived technical features and implementation methods. Furthermore, it should be understood that the exemplary embodiments are merely examples and do not in any way limit the scope, application, or construction of the invention. The foregoing description is more intended to provide those skilled in the art with technical guidance for transforming at least one exemplary embodiment, wherein various changes, particularly regarding the function and structure of the components, can be made without departing from the scope of the claims.
[0038] Appendix Label Table
[0039] 1 bolt
[0040] 2. Base flange
[0041] 3. Flywheel
[0042] 4. Vibration damping springs
[0043] 5. Vibration damper output flange
[0044] 6. Clutch cover
[0045] 7. Clutch disc
[0046] 8 Diaphragm Springs
[0047] 9 pressure plates
[0048] 10 Thrust bearing
[0049] 11 Clutch flange hub
[0050] 12 Shock absorber flange hub
[0051] 13 First drive shaft
[0052] 14 Second drive shaft
[0053] 15 Third drive shaft
[0054] D Vibration damping device
[0055] E engine
[0056] M1 First Motor
[0057] M2 Second Motor
Claims
1. A vibration damping device with a clutch, comprising: Flywheel (3); The shock absorber output flange (5) is arranged coaxially with the flywheel (3); and The damping spring (4) abuts against the flywheel (3) and the output flange (5) of the damper along the rotation direction of the damping device, thereby transmitting torque between the flywheel (3) and the output flange (5) of the damper; Its features are, The vibration damping device also includes a clutch disc (7) arranged coaxially with the output flange (5) of the vibration damper. The clutch disc (7) is located axially on the side of the output flange (5) facing away from the flywheel (3) and can abut against the output flange (5) in the axial direction to transmit torque between the output flange (5) and the clutch disc (7), or separate from the output flange (5) to disconnect the torque transmission between the output flange (5) and the clutch disc (7). The damper output flange (5) and the clutch disc (7) can form two parallel torque transmission ports of the damping device. The damping device also includes a thrust bearing (10) installed between the flywheel (3) and the damper output flange (5). The damper output flange (5) is axially supported on the flywheel (3) by the thrust bearing (10).
2. The vibration damping device according to claim 1, characterized in that, The vibration damping device also includes a base flange (2) fixed on the flywheel (3). The thrust bearing (10) indirectly abuts against the flywheel (3) through the base flange (2). The thrust bearing (10) includes a first bearing ring abutting against the flywheel (3) and a second bearing ring abutting against the output flange (5) of the vibration damper. The base flange (2) constrains the first bearing ring of the thrust bearing (10) in the radial direction.
3. The vibration damping device according to claim 2, characterized in that, The vibration damping device also includes a vibration damper flange hub (12) fixedly connected to the vibration damper output flange (5), the vibration damper flange hub (12) constraining the second bearing ring in the radial direction.
4. The vibration damping device according to any one of claims 1 to 3, characterized in that, The vibration damping device also includes an engagement loading mechanism located axially on the side of the clutch disc (7) facing away from the vibration damper output flange (5), the engagement loading mechanism being able to push the clutch disc (7) axially against the vibration damper output flange (5).
5. The vibration damping device according to claim 4, characterized in that, The vibration damping device also includes a clutch cover (6) fixedly connected to the output flange (5) of the vibration damper, at least a portion of the clutch disc (7) being located axially between the output flange (5) of the vibration damper and the clutch cover (6), and the engagement loading mechanism being able to abut axially between the clutch cover (6) and the clutch disc (7).
6. The vibration damping device according to claim 5, characterized in that, The clutch cover (6) is fixedly connected to the damper output flange (5) on the radially outer side of the clutch disc (7), and at least a portion of the clutch disc (7) extends radially outward from the radially inner side between the damper output flange (5) and the clutch cover (6).
7. The vibration damping device according to claim 4, characterized in that, The vibration damping device also includes a pressure plate (9) located axially between the engagement loading mechanism and the clutch disc (7), wherein the engagement loading mechanism can abut against the clutch disc (7) axially via the pressure plate (9).
8. A hybrid power unit comprising a first drive shaft (13), a second drive shaft (14), and a damping device according to any one of claims 1 to 7, wherein the damper output flange (5) is connected to one of the first drive shaft (13) and the second drive shaft (14), and the clutch disc (7) is connected to the other of the first drive shaft (13) and the second drive shaft (14).
9. The hybrid power device according to claim 8, characterized in that, The vibration damping device further includes a clutch flange hub (11) and a vibration damper flange hub (12). The first drive shaft (13) is a hollow shaft, and the second drive shaft (14) is located inside the first drive shaft (13). The vibration damper output flange (5) is connected to the second drive shaft (14) through the vibration damper flange hub (12), and the clutch disc (7) is connected to the first drive shaft (13) through the clutch flange hub (11).