Damping unit, clutch and torque limiter

Abstract

The application provides a damping unit, a clutch and a torque limiter, wherein the damping unit comprises riveted driven disc and damping disc, disc hub between the driven disc and the damping disc, and damping spring in the window hole of the driven disc, the damping disc and the disc hub; further comprising: the first damping bushing between the driven disc and the disc hub, the first damping bushing and the disc hub form the first friction pair; the damping friction plate is arranged on the end face of the disc hub away from the first damping bushing, the damping friction plate and the disc hub form the second friction pair; the second damping bushing between the damping friction plate and the damping disc, the second damping bushing and the damping friction plate form the third friction pair, wherein the damping of the third friction pair is greater than that of the second friction pair; and the disc spring between the second damping bushing and the damping disc. The damping unit solves the problem that the vibration and noise of the vehicle are large in severe working conditions, and improves the riding comfort of the passengers.

Description

Technical Field

[0001] This invention relates to the field of clutch / torque limiter technology, specifically to a vibration damping unit, a clutch, and a torque limiter. Background Technology

[0002] In traditional gasoline-powered vehicles, the clutch is a component that disconnects and connects power in the transmission system. In new energy vehicles, the traditional clutch is replaced by a torque limiter. Both the clutch and the torque limiter include a torque limiting unit and a vibration damping unit. The torque limiting unit limits torque to prevent overload and damage to components, while the vibration damping unit filters vibrations and reduces vibration.

[0003] With the development of the automotive industry, passengers have increasingly higher requirements for in-vehicle comfort, and vehicle NVH performance has become an important indicator of automotive competitiveness. Among these components, the clutch / torque limiter is a crucial element for improving in-vehicle comfort and enhancing NVH performance. However, the vibration reduction characteristics of existing clutch / torque limiters are still limited, especially under severe operating conditions such as starting and stopping, and rapid acceleration and deceleration, where the vehicle still exhibits significant vibration and noise, seriously affecting the driving and riding experience.

[0004] Therefore, how to solve the problem of excessive vehicle vibration and noise under severe operating conditions has become a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0005] In view of this, the purpose of the present invention is to provide a vibration damping unit, a clutch and a torque limiter to solve the technical problem of excessive vibration and noise in vehicles under severe operating conditions.

[0006] To achieve the above objectives, a first aspect of the present invention provides a vibration damping unit, comprising: a riveted driven disc and a damping disc; a hub located between the driven disc and the damping disc; and a damping spring located within a window opening in the driven disc, the damping disc, and the hub; further comprising:

[0007] The first damping bushing is located between the driven disc and the disc hub, is circumferentially fixedly connected to the driven disc, and forms a first friction pair with the disc hub;

[0008] A vibration damping friction plate is disposed on the end face of the disc hub away from the first vibration damping bushing. The vibration damping friction plate has at least one tongue facing the disc hub. The disc hub has at least one corresponding insertion hole for the tongue to be inserted into. The tongue is inserted into the insertion hole, and there is a gap between the two side surfaces of the tongue and the two side hole walls corresponding to the insertion hole. A second friction pair is formed between the vibration damping friction plate and the disc hub.

[0009] The second damping bushing is located between the damping friction plate and the damping disk, and is circumferentially fixedly connected to the damping disk. It forms a third friction pair with the damping friction plate, wherein the damping of the third friction pair is greater than that of the second friction pair.

[0010] And a disc spring located between the second damping bushing and the damping disc.

[0011] Preferably, the damping unit has a first state when the vehicle is in a stable operating condition, wherein the two side walls of the socket of the disc hub do not contact the two side surfaces of the tongue of the damping friction plate, so that the damping friction plate and the disc hub rotate relative to each other.

[0012] The damping unit has a second state when the vehicle is under severe operating conditions, wherein one side wall of the socket of the disc hub contacts a corresponding side surface of the tongue of the damping friction plate, so that the damping friction plate remains relatively stationary with the disc hub and rotates synchronously with the disc hub.

[0013] Preferably, the hole wall that drives the vibration damping friction plate to rotate along the positive side in the two side hole walls of the insertion hole of the hub is the positive side hole wall, and the hole wall that drives the vibration damping friction plate to rotate along the negative side is the negative side hole wall.

[0014] The angle between the wall surface of the positive side hole and the side surface corresponding to the tongue is 1 to 3°.

[0015] The angle between the wall surface of the negative side hole and the side surface corresponding to the tongue is 0.1 to 0.3°.

[0016] Preferably, the insertion hole is located radially inside the window hole of the hub, and the insertion hole is connected to the window hole of the hub.

[0017] Preferably, the first and second damping bushings are made of resin, and the damping friction pad is made of metal.

[0018] It has the following beneficial effects:

[0019] This vibration damping unit triggers the first friction pair f1 and the second friction pair f2 when the vehicle is in a stable operating condition, thereby generating small damping and smoothly outputting power to the transmission, improving the vehicle's running comfort. When the vehicle is in a severe operating condition, it adaptively triggers the first friction pair f1 and the third friction pair f3. Since the damping of the third friction pair f3 is greater than that of the second friction pair f2, it generates large damping when the vehicle is in a severe operating condition. The large damping can play a role in vibration reduction and energy dissipation, avoiding the instantaneous impact on the vehicle under severe operating conditions, thereby reducing the vibration and noise of the vehicle under severe operating conditions, and achieving the effect of quickly suppressing vibration.

[0020] Furthermore, a second aspect of the present invention provides a clutch for a gasoline-powered vehicle, the clutch being disposed between a power source component and an output component, the clutch including a torque limiting unit and a vibration damping unit, the vibration damping unit being the vibration damping unit as described in any of the preceding claims. Since the clutch provided in the second aspect employs the vibration damping unit provided in the first aspect, it has the same beneficial effects, which will not be elaborated further here.

[0021] Furthermore, a third aspect of the present invention provides a torque limiter for a new energy vehicle. The torque limiter is disposed between a power source component and an output component. The torque limiter includes a torque limiting unit and a vibration damping unit, wherein the vibration damping unit is the vibration damping unit described in any of the preceding claims. Since the torque limiter provided in the third aspect uses the vibration damping unit provided in the first aspect, it has the same beneficial effects, and will not be elaborated further here. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and provide explanations, but do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is a schematic diagram of the vibration reduction unit described in this invention;

[0024] Figure 2 This is an exploded view of the vibration damping unit described in this invention;

[0025] Figure 3 This is a schematic diagram of the structure of the vibration damping unit after the vibration damping disc is removed, as described in this invention.

[0026] Figure 4 This is a schematic diagram showing the fit between the vibration damping friction plate and the disc hub according to the present invention (showing the vibration damping spring);

[0027] Figure 5 for Figure 4 Enlarged view of point A in the middle;

[0028] Figure 6 This is a schematic diagram of the fit between the vibration damping friction plate and the disc hub according to the present invention (with the vibration damping spring hidden);

[0029] Figure 7 This is an exploded view of the vibration damping friction plate and the hub described in this invention;

[0030] Attached icon number

[0031] 1-Driven disc; 2-Damping disc; 3-Disc hub; 4-Damping spring; 5-First damping bushing; 6-Damping friction plate; 7-Second damping bushing; 8-Disc spring; 9-Plugging tongue; 9a-Side surface; 10-Plugging hole; 10a-Positive side hole wall; 10b-Secondary side hole wall; 11-Gap; 12-Window hole. Detailed Implementation

[0032] The core of this invention is to provide a vibration damping unit, a clutch, and a torque limiter to solve the technical problem of excessive vibration and noise in vehicles under severe operating conditions.

[0033] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0034] Please see Figures 1-7 , Figure 1 This is a schematic diagram of the vibration reduction unit described in this invention; Figure 2 This is an exploded view of the vibration damping unit described in this invention; Figure 3 This is a schematic diagram of the structure of the vibration damping unit after the vibration damping disc is removed, as described in this invention. Figure 4 This is a schematic diagram showing the fit between the vibration damping friction plate and the disc hub according to the present invention (showing the vibration damping spring); Figure 5 for Figure 4 Enlarged view of point A in the middle; Figure 6 This is a schematic diagram of the fit between the vibration damping friction plate and the disc hub according to the present invention (with the vibration damping spring hidden); Figure 7 This is an exploded view of the vibration-damping friction plate and the hub described in this invention.

[0035] like Figure 1 , Figure 2 As shown, an embodiment of the present invention discloses a vibration damping unit, including a riveted driven disk 1 and a vibration damping disk 2, a disk hub 3 between the driven disk 1 and the vibration damping disk 2, and a vibration damping spring 4 located in a window hole 12 of the driven disk 1, the vibration damping disk 2 and the disk hub 3.

[0036] When transmitting power, the power side first transmits torque to the driven disc 1 / damping disc 2, causing it to rotate. Then, through the damping spring 4, the torque is transmitted to the disc hub 3, causing it to rotate. The internal gear hole of the disc hub 3 is used to connect with the input shaft of the transmission. In this way, most of the fluctuations in the power output from the power side are absorbed by the damping spring 4, resulting in a smoother power transmission to the vehicle's transmission. It should be noted that the above damping working principle is the same as in existing technologies.

[0037] In order to reduce the vibration and noise of the vehicle under severe operating conditions (such as rapid acceleration, deceleration, start and stop), the vibration damping unit provided by the present invention further includes a first damping bushing 5, a damping friction plate 6, a second damping bushing 7, and a disc spring 8.

[0038] Specifically, the first damping bushing 5 is located between the driven disc 1 and the hub 3, and is circumferentially fixedly connected to the driven disc 1, forming a first friction pair f1 between it and the hub 3. It should be noted that an insert bar facing the driven disc 1 can be provided on the end face of the first damping bushing 5 facing the driven disc 1. The circumferential fixed connection between the first damping bushing 5 and the driven disc 1 can be achieved by inserting the insert bar into the driven disc 1.

[0039] A vibration damping friction plate 6 is disposed on the end face of the hub 3 facing away from the first vibration damping bushing 5. The vibration damping friction plate 6 has at least one tongue 9 facing the hub 3. The hub 3 has at least one corresponding insertion hole 10 for the tongue 9 to be inserted. The tongue 9 is inserted into the insertion hole 10, and there is a gap 11 between the two side surfaces 9a of the tongue 9 and the two corresponding side hole walls of the insertion hole 10. A second friction pair f2 is formed between the vibration damping friction plate 6 and the hub 3. The mating structure between the vibration damping friction plate 6 and the hub 3 can be referred to Figure 4 to Figure 7 It should be noted that the number of tongues 9 is at least one, and the number of tongues 9 can be designed according to the actual situation during manufacturing. For example, the number of tongues 9 can be designed to be the same as the number of damping springs 4. The specific number of tongues 9 is not specifically limited here.

[0040] The second damping bushing 7 is located between the damping friction plate 6 and the damping disk 2. It is circumferentially fixedly connected to the damping disk 2, and a third friction pair f3 is formed between it and the damping friction plate 6. The damping of the third friction pair f3 is greater than that of the second friction pair f2. It should be noted that an insert can be provided on the end face of the second damping bushing 7 facing the damping disk 2. The circumferential fixed connection between the second damping bushing 7 and the damping disk 2 can be achieved by inserting the insert into the damping disk 2.

[0041] The disc spring 8 is located between the second damping bushing 7 and the damping disc 2, and is used to provide axial pressure so that the components can make stable contact to form the above three friction pairs.

[0042] In practical applications, this damping unit has a first state when the vehicle is in a stable operating condition (e.g., the vehicle is idling, driving steadily, or cruising at high speed). In this state, the two side walls of the insertion hole 10 of the disc hub 3 do not contact the two side surfaces 9a of the insertion tongue 9 of the damping friction plate 6. That is, there is a gap 11 between the two side surfaces of the insertion tongue 9 and the two side walls of the insertion hole 10. At this time, the damping friction plate and the disc hub 3 rotate relative to each other, and the damping friction plate 6 and the second damping bushing 7 remain relatively stationary. At this time, the first friction pair f1 and the second friction pair f2 are triggered, thereby generating a small amount of damping.

[0043] In practical applications, this damping unit also has a second state when the vehicle is under severe operating conditions (such as rapid acceleration, deceleration, and start-stop). In this state, one of the side walls of the insertion hole 10 of the disc hub 3 contacts one of the side surfaces 9a corresponding to the insertion tongue 9 of the damping friction plate 6. That is, the disc hub 3 will drive the damping friction plate 6 to rotate synchronously, and the damping friction plate 6 and the disc hub 3 remain relatively stationary. At this time, the first friction pair f1 and the third friction pair f3 are triggered, thereby generating greater damping.

[0044] In other words, when the vehicle is in a stable operating condition, the damping unit triggers the first friction pair f1 and the second friction pair f2, thereby generating small damping, which can smoothly output power to the transmission and improve the vehicle's running comfort. When the vehicle is in a severe operating condition, it will adaptively trigger the first friction pair f1 and the third friction pair f3. Since the damping of the third friction pair f3 is greater than that of the second friction pair f2, it will generate large damping when the vehicle is in a severe operating condition. The large damping can play the role of vibration reduction and energy dissipation, avoiding the instantaneous impact on the vehicle under severe operating conditions, thereby reducing the vibration and noise of the vehicle under severe operating conditions, and achieving the effect of quickly suppressing vibration.

[0045] like Figure 4 to Figure 7 As shown, in some specific embodiments, the hole wall in the two side hole walls of the insertion hole 10 of the hub 3 that drives the vibration damping friction plate 6 to rotate along the positive side is the positive side hole wall 10a (see Figure 7 The hole wall that drives the damping friction plate 6 to rotate along the negative side is the negative side hole wall 10b (see...). Figure 7 When the vehicle is under severe operating conditions, the hub 3 will rotate back and forth. When the hub 3 rotates along the positive side, the positive side wall 10a of the insertion hole 10 contacts the corresponding side surface 9a of the insertion tongue 9, causing the damping friction plate 6 to rotate simultaneously along the positive side; when the hub 3 rotates along the negative side, the negative side wall 10b of the insertion hole 10 contacts the corresponding side surface 9a of the insertion tongue 9, causing the damping friction plate 6 to rotate simultaneously along the negative side. It should be noted that... Figure 4 and Figure 6 Rotating clockwise is considered positive rotation, while rotating counterclockwise is considered negative rotation.

[0046] like Figure 4 , Figure 5As shown, preferably, the angle α between the wall surface of the positive side hole wall 10a and the side surface 9a corresponding to the tongue 9 is 1–3°. The angle b between the wall surface of the negative side hole wall 10b and the side surface 9a corresponding to the tongue 9 is 0.1–0.3°. For ease of description, the angle α between the wall surface of the positive side hole wall 10a and the side surface 9a corresponding to the tongue 9 is defined as the positive side damping angle; the angle b between the wall surface of the negative side hole wall 10b and the side surface 9a corresponding to the tongue 9 is defined as the negative side damping angle. Those skilled in the art will understand that during vehicle operation, when the hub 3 rotates along the positive side beyond the positive side damping angle α, the first friction pair f1 and the third friction pair f3 will be triggered, thereby generating large damping; when the hub 3 rotates along the negative side beyond the negative side damping angle b, the first friction pair f1 and the third friction pair f3 will also be triggered, thereby generating large damping.

[0047] It should be noted that the positive damping angle α is 1 to 3° and the negative damping angle b is 0.1 to 0.3°. This is merely an example of an embodiment of the present invention. In actual applications, those skilled in the art can select the angle range of the positive damping angle α and the angle range of the negative damping angle b according to specific needs. No further specific limitations are made here.

[0048] It should be noted that during vehicle operation, the vehicle may switch back and forth between stable and severe operating conditions. For example, if the car switches from a stable driving condition to a rapid acceleration / deceleration condition and then back to a stable driving condition, the damping unit will adapt to the actual operating conditions of the car, first switching from low damping to high damping and then back to low damping.

[0049] like Figure 7 As shown, in some other specific embodiments, for ease of manufacturing, the insertion hole 10 is located radially inside the window hole 12 of the hub 3, and the insertion hole 10 is connected to the window hole 12 of the hub.

[0050] like Figure 2 As shown, in some specific embodiments, the first damping bushing 5 and the second damping bushing 7 are made of resin, and the damping friction plate 6 is made of metal. Because the first damping bushing 5 and the second damping bushing 7 are made of resin, the coefficient of friction between the first damping bushing 5 and the hub 3 is relatively large, and the coefficient of friction between the second damping bushing 7 and the damping friction plate 6 is also relatively large. That is, the damping of the first friction pair f1 and the third friction pair f3 is relatively large. Furthermore, because both the hub 3 and the damping friction plate 6 are made of metal, the coefficient of friction between the hub 3 and the damping friction plate 6 is relatively small, meaning the damping of the second friction pair f2 is relatively small.

[0051] Furthermore, this invention also discloses a clutch for a gasoline-powered vehicle. The clutch is disposed between a power source component and an output component. The clutch includes a torque limiting unit and a vibration damping unit, wherein the vibration damping unit is the vibration damping unit described in any of the preceding embodiments. It should be noted that the structural features and working principle of the torque limiting unit of this clutch are the same as those in the prior art, and will not be described again here.

[0052] Furthermore, this invention also discloses a torque limiter for use in new energy vehicles. The torque limiter is disposed between the power source component and the output component. The torque limiter includes a torque limiting unit and a vibration damping unit, wherein the vibration damping unit is the vibration damping unit as described in any of the preceding embodiments. It should be noted that the structural features and working principle of the torque limiting unit of this torque limiter are the same as those in the prior art, and will not be described again here.

[0053] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other.

[0054] It should be understood that the use of terms such as "system," "device," "unit," and / or "module" in this application is merely one method of distinguishing different components, elements, parts, sections, or assemblies at different levels. However, if other terms can achieve the same purpose, they may be replaced by other expressions.

[0055] As indicated in this application and claims, unless the context clearly indicates otherwise, the words "a," "an," "a," and / or "the" are not specifically singular and may include the plural. Generally, the terms "comprising" and "including" only indicate the inclusion of expressly identified steps and elements, which do not constitute an exclusive list, and the method or apparatus may also include other steps or elements. An element defined by the phrase "comprising an..." does not exclude the presence of other identical elements in the process, method, product, or apparatus that includes the element.

[0056] In the description of the embodiments of this application, unless otherwise stated, " / " means "or", for example, A / B can mean A or B; "and / or" in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more.

[0057] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0058] If a flowchart is used in this application, it is used to illustrate the operations performed by the system according to embodiments of this application. It should be understood that the preceding or following operations are not necessarily performed in exact order. Instead, the steps can be processed in reverse order or simultaneously. Furthermore, other operations can be added to these processes, or one or more steps can be removed from them.

[0059] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the core ideas of the present invention. It should be noted that those skilled in the art can make several improvements and modifications to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. A vibration damping unit, comprising: a riveted driven disc and a damping disc; a hub located between the driven disc and the damping disc; and a damping spring located within a window opening in the driven disc, the damping disc, and the hub; characterized in that, Also includes: The first damping bushing is located between the driven disc and the disc hub, is circumferentially fixedly connected to the driven disc, and forms a first friction pair with the disc hub; A vibration damping friction plate is disposed on the end face of the disc hub away from the first vibration damping bushing. The vibration damping friction plate has at least one tongue facing the disc hub. The disc hub has at least one corresponding insertion hole for the tongue to be inserted into. The tongue is inserted into the insertion hole, and there is a gap between the two side surfaces of the tongue and the two side hole walls corresponding to the insertion hole. A second friction pair is formed between the vibration damping friction plate and the disc hub. The second damping bushing is located between the damping friction plate and the damping disk, and is circumferentially fixedly connected to the damping disk. It forms a third friction pair with the damping friction plate, wherein the damping of the third friction pair is greater than that of the second friction pair. And a disc spring located between the second damping bushing and the damping disc.

2. The vibration damping unit according to claim 1, characterized in that, The damping unit has a first state when the vehicle is in a stable operating condition, wherein the two side walls of the socket of the disc hub do not contact the two side surfaces of the tongue of the damping friction plate, so that the damping friction plate and the disc hub rotate relative to each other. The damping unit has a second state when the vehicle is under severe operating conditions, wherein one side wall of the socket of the disc hub contacts a corresponding side surface of the tongue of the damping friction plate, so that the damping friction plate remains relatively stationary with the disc hub and rotates synchronously with the disc hub.

3. The vibration damping unit according to claim 2, characterized in that, The hole wall that drives the damping friction plate to rotate along the positive side in the two side hole walls of the insertion hole of the hub is the positive side hole wall, and the hole wall that drives the damping friction plate to rotate along the negative side is the negative side hole wall. The angle between the wall surface of the positive side hole and the side surface corresponding to the tongue is 1 to 3°. The angle between the wall surface of the negative side hole and the side surface corresponding to the tongue is 0.1 to 0.3°.

4. The vibration damping unit according to claim 1, characterized in that, The insertion hole is located radially inside the window opening of the hub, and the insertion hole is connected to the window opening of the hub.

5. The vibration damping unit according to any one of claims 1-4, characterized in that, The first and second damping bushings are made of resin, and the damping friction pad is made of metal.

6. A clutch for a gasoline-powered vehicle, the clutch being disposed between a power source component and an output component, the clutch comprising a torque limiting unit and a vibration damping unit, characterized in that, The vibration damping unit is the vibration damping unit as described in any one of claims 1 to 5.

7. A torque limiter for a new energy vehicle, wherein the torque limiter is disposed between a power source component and an output component, the torque limiter comprising a torque limiting unit and a vibration damping unit, characterized in that, The vibration damping unit is the vibration damping unit as described in any one of claims 1 to 5.

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