An integrated torsion buffering and damping device and a vehicle

Abstract

The present invention provides an integrated torsional buffering and damping device and a vehicle. The integrated torsional buffering and damping device includes a driven disk, a damping disk firmly connected to the driven disk, a disk hub arranged between the driven disk and the damping disk, a spring assembly, and a rubber assembly. The disk hub is circumferentially provided with two symmetrically arranged first notches and two symmetrically arranged second notches. The driven disk and the damping disk are respectively provided with a first accommodation hole and a third accommodation hole that are arranged opposite to the first notches, and the driven disk and the damping disk are respectively provided with a second accommodation hole and a fourth accommodation hole that are arranged opposite to the second notches. The first accommodation hole, the first notch, and the third accommodation hole together form a first accommodation space, and the spring assembly is arranged in the first accommodation space. The second accommodation hole, the second notch, and the fourth accommodation hole together form a second accommodation space, and the rubber assembly is arranged in the second accommodation space. The damping device in the present invention can be directly connected to the crankshaft, with a simpler structure and higher efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmission devices, and in particular, to an integrated torque buffering and vibration damping device and a vehicle. Background Art

[0002] With the clarification of time points, it will further promote the rapid transformation from traditional fuel vehicles to hybrid models. In traditional fuel vehicles, the clutch is located between the engine and the transmission, and is used to ensure smooth starting of the vehicle and prevent transmission overload. In hybrid vehicles, the traditional clutch is replaced by a torque limiting damper.

[0003] In hybrid vehicles, the shock absorber assembly is directly connected to the engine crankshaft through the flywheel, and is also connected to the transmission shaft at the same time, so as to achieve the functions of torque transmission, vibration damping and noise reduction. However, the design of connecting the engine crankshaft to the flywheel, and the flywheel driving the shock absorber and finally transmitting it to the transmission has a complex structure, and the inertia of the traditional vibrator is fixed and cannot be applied to multiple scenarios, reducing the versatility. Summary of the Invention

[0004] Aiming at the defects in the prior art, the purpose of the present invention is to provide an integrated torque buffering and vibration damping device and a vehicle.

[0005] An integrated torque buffering and vibration damping device according to the present invention includes a driven disk, a vibration damping disk firmly connected to the driven disk, a disk hub arranged between the driven disk and the vibration damping disk, a spring assembly and a rubber assembly. The driven disk has a first connection structure for connecting to the engine crankshaft, and the disk hub is connected to the transmission input shaft;

[0006] The disk hub is circumferentially provided with two symmetrically arranged first notches and two symmetrically arranged second notches. The driven disk and the vibration damping disk are respectively provided with first accommodation holes and third accommodation holes that are arranged opposite to the first notches, and the driven disk and the vibration damping disk are respectively provided with second accommodation holes and fourth accommodation holes that are arranged opposite to the second notches;

[0007] The first accommodation hole, the first notch and the third accommodation hole together form a first accommodation space, the spring assembly is arranged in the first accommodation space, the second accommodation hole, the second notch and the fourth accommodation hole together form a second accommodation space, and the rubber assembly is arranged in the second accommodation space;

[0008] When the engine crankshaft drives the driven disk to rotate, it can drive the disk hub to drive the transmission input shaft to rotate under the elastic drive of the spring assembly and the rubber assembly;

[0009] The outer side surface of the driven disk has a stepped structure and / or a smoothly transitioning structure.

[0010] Preferably, the spring assembly includes a first spring and spring bases respectively arranged at two ends of the first spring;

[0011] The rubber assembly includes a rubber tube and rubber bases respectively arranged at two ends of the rubber tube.

[0012] Preferably, the spring assembly further includes a second spring, and the first spring is sleeved outside the second spring.

[0013] Preferably, a first damping bushing and a second damping bushing are arranged between the driven disk and the damping disk, and the first damping bushing and the second damping bushing are respectively arranged on two sides of the disk hub.

[0014] Preferably, a damping friction plate is arranged between the disk hub and the second damping bushing;

[0015] A disc spring is arranged between the second damping bushing and the damping disk.

[0016] Preferably, a clamping boss extends out along the radial direction at the circumferential edge of the damping friction plate, and the disk hub has a clamping groove matching the clamping boss along the circumferential direction.

[0017] Preferably, the driven disk has a second connection structure for connecting a mass ring.

[0018] Preferably, the driven disk is a stamping part or a casting part processed by a mold, and the material is not limited to metal sheet parts and cast iron.

[0019] Preferably, the driven disk and the damping disk are connected together through a driven disk connection edge and a damping disk connection edge respectively. Among them, the driven disk connection edge is a continuous or discontinuous arc-shaped edge arranged along the circumferential direction of the driven disk, and the damping disk connection edge is a continuous or discontinuous arc-shaped edge arranged along the circumferential direction of the damping disk.

[0020] A vehicle according to the present invention adopts the integrated torque reduction shock absorber.

[0021] Compared with the prior art, the present invention has the following beneficial effects:

[0022] 1. The shock absorber in the present invention can be directly connected to the crankshaft, and the flywheel and the shock absorber are integrated into one part. Without losing functions, the total number of sub-parts and the number of assembly times are reduced, the structure is simpler, and the efficiency is higher.

[0023] 2. The present invention compresses the damping spring and the damping rubber, and cooperates with appropriate damping to achieve the purpose of unconventional shock absorption and noise reduction. Compared with the traditional shock absorber, it has a better shock absorption effect and also has a semi-limiting torque function.

[0024] 3. An interface for connecting a mass ring is reserved on the driven disk in the present invention. When it is necessary to increase the inertia, an external mass ring can be connected. According to the actual application scenario, without changing the original structure of the shock absorber, a matching mass ring can be added at any time, enabling the vibrator to be applied to more shock-absorbing environments and having good versatility. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments read in conjunction with the accompanying drawings:

[0026] Figure 1 is a schematic structural diagram of an integrated torque reduction shock absorber;

[0027] Figure 2 is an exploded schematic structural diagram of an integrated torque reduction shock absorber;

[0028] Figure 3 is a schematic structural diagram of a driven disk;

[0029] Figure 4 is a schematic structural diagram of a disk hub;

[0030] Figure 5 is a schematic structural diagram of a spring base;

[0031] Figure 6 is a schematic structural diagram of a rubber base;

[0032] Figure 7 is a schematic structural diagram of an integrated torque reduction shock absorber, where the shock-absorbing disk is not shown;

[0033] Figure 8 is a schematic diagram of the torsional characteristic curve in the present invention;

[0034] Figure 9 is a schematic diagram of the torsional characteristic curve in the prior art;

[0035] Figure 10 is a partial schematic structural diagram of the cross-section of an integrated torque reduction shock absorber in the prior art.

[0036] The figures show:

[0037] driven disk 1

[0038] first receiving hole 11

[0039] second receiving hole 12

[0040] first connection structure 13

[0041] second connection structure 14

[0042] driven disk connection edge 15

[0043] The first damping bushing 2

[0044] The disk hub 3

[0045] The first notch 31

[0046] The second notch 32

[0047] The clamping groove 33

[0048] The disk hub connection hole 34

[0049] The clamping groove 35

[0050] The damping friction plate 4

[0051] The clamping boss 41

[0052] The second damping bushing 5

[0053] The disc spring 6

[0054] The damping disk 7

[0055] The third accommodation hole 71

[0056] The fourth accommodation hole 72

[0057] The damping disk connection edge 73

[0058] The limiting post 8

[0059] The spring assembly 100

[0060] The first spring 101

[0061] The spring base 102

[0062] The first body 1021

[0063] The first limiting plate 1022

[0064] The first limiting shaft 1023

[0065] The boss 1024

[0066] The limiting rib 1025

[0067] The second spring 103

[0068] The rubber assembly 200

[0069] The rubber tube 201

[0070] The rubber base 202

[0071] The second body 2021

[0072] The second limiting plate 2022

[0073] The second limiting shaft 2023 Detailed Embodiments

[0074] The present invention will be described in detail below in conjunction with specific embodiments. The following embodiments will help those skilled in the art to further understand the present invention, but do not limit the present invention in any form. It should be noted that for those of ordinary skill in the art, without departing from the concept of the present invention, several changes and improvements can still be made. These all belong to the protection scope of the present invention.

[0075] The present invention provides an integrated torsion damping shock absorber, as Figure 1 , Figure 2 shown, including a driven disk 1, a damping disk 7 firmly connected to the driven disk 1, a disk hub 3 arranged between the driven disk 1 and the damping disk 7, a spring assembly 100, and a rubber assembly 200. The driven disk 1 has a first connection structure 13 for connecting to the engine crankshaft. The first connection structure 13 preferably adopts a connection hole, and the engine crankshaft can be connected to the driven disk 1 through a flange for transmission. The disk hub 3 has a third connection structure for connecting to the transmission input shaft. The third connection structure is preferably a disk hub connection hole 34, and the disk hub connection hole 34 connects to the transmission input shaft to achieve the transmission function.

[0076] The disk hub 3 is provided with two symmetrically arranged first notches 31 and two symmetrically arranged second notches 32 along the circumferential direction. The driven disk 1 and the damping disk 7 are respectively provided with first accommodation holes 11 and third accommodation holes 71 that are arranged opposite to the first notches 31. The driven disk 1 and the damping disk 7 are respectively provided with second accommodation holes 12 and fourth accommodation holes 72 that are arranged opposite to the second notches 32. The first accommodation hole 11, the first notch 31, and the third accommodation hole 71 together form a first accommodation space, and the spring assembly 100 is arranged in the first accommodation space. The second accommodation hole 12, the second notch 32, and the fourth accommodation hole 72 together form a second accommodation space, and the rubber assembly 200 is arranged in the second accommodation space. When the engine crankshaft drives the driven disk 1 to rotate, it can drive the disk hub 3 to drive the transmission input shaft to rotate under the elastic drive of the spring assembly 100 and the rubber assembly 200.

[0077] It should be noted that the sizes of the first accommodation hole 11 and the third accommodation hole 71 are both smaller than the size of the spring assembly 100, so that the first accommodation hole 11 and the third accommodation hole 71 can both limit the spring assembly 100 inside the first accommodation space. The sizes of the second accommodation hole 12 and the fourth accommodation hole 72 are both smaller than the size of the rubber assembly 200, so that the second accommodation hole 12 and the fourth accommodation hole 72 can both limit the rubber assembly 200 inside the first accommodation space, increasing the stability of the integrated torsion damping shock absorber structure.

[0078] Specifically, the outer side surface of the driven plate 1 is preferably in a stepped structure. In a variant, the outer side surface of the driven plate 1 has a smoothly transitioning structure. The structure of the outer side surface of the driven plate 1 can be considered comprehensively from aspects such as inertia, volume, and the overall shape after assembling various internal components to meet the requirements of product quality and mold manufacturing cost.

[0079] As Figure 2 , Figure 4 , Figure 5 , Figure 6 shown, the spring assembly 100 includes a first spring 101 and spring bases 102 respectively arranged at both ends of the first spring 101. The rubber assembly 200 includes a rubber tube 201 and rubber bases 202 respectively arranged at both ends of the rubber tube 201. Among them, the spring base 102 includes a first body 1021, a first limiting plate 1022 arranged at the end of the first body 1021 and extending inward, a first limiting shaft 1023 arranged at the center of the first body 1021 and protruding inward, a clamping platform 1024 arranged in the middle of the first body 1021 and protruding outward, and two limiting ribs 1025 spaced apart on the clamping platform 1024. A clamping groove 35 matching the clamping platform 1024 is provided on the disc hub 3, and the clamping grooves 35 are respectively arranged on both sides of the first notch 31. When the spring base 102 is connected to the disc hub 3 by clamping the clamping platform 1024 into the clamping groove 35, the two limiting ribs 1025 extend to both sides of the disc hub 3 to limit the movement of the spring base 102 in the axial direction of the shock absorber. The first limiting shafts 1023 of the two spring bases 102 are respectively inserted into the interiors of both ends of the first spring 101 to limit the movement of the first spring 101 in the radial direction. Since there is preferably a gap between the first limiting shaft 1023 and the central hole of the first spring 101, the displacement of the first spring 101 in the radial direction due to crosstalk is limited by the first limiting plate 1022, greatly increasing the stability of the first spring 101. 201

[0080] Furthermore, the rubber base 202 is configured to have a second body 2021, second limiting plates 2022 arranged at both ends of the second body 2021 and extending inward, and a second limiting shaft 2023 arranged at the center of the second body 2021 and protruding inward. The end of the second limiting shaft 2023 protrudes into the interior of the rubber tube 201 to limit the radial movement of the rubber tube 201. At the same time, the two second limiting plates 2022 can also limit the rubber tube 201 in the radial direction, increasing the stability of the rubber tube 201 in the radial direction.

[0081] It should be noted that the rubber base 202 can be made of a metal material to make it have a certain rigidity. The rubber tube 201 has a certain vibration absorption effect and cannot be compressed after being compressed to a certain extent, and also plays a certain limiting role in the vibration damping direction of the shock absorber.

[0082] To increase the elastic damping of the entire shock absorber, in a specific embodiment, the spring assembly 100 further includes a second spring 103. The first spring 101 is sleeved outside the second spring 103. The first spring 101 and the second spring 103 are jointly arranged between two spring bases 102, so that the entire spring assembly 100 has greater elastic damping.

[0083] A first shock-absorbing bushing 2 and a second shock-absorbing bushing 5 are provided between the driven disk 1 and the shock-absorbing disk 7, and the first shock-absorbing bushing 2 and the second shock-absorbing bushing 5 are respectively arranged on both sides of the disk hub 3. The arrangement of the two shock-absorbing bushings makes the relative movement between the disk hub 3 and the driven disk 1 and the shock-absorbing disk 7 have a sense of damping, increasing the shock-absorbing effect of the entire shock absorber.

[0084] To reduce the increased wear due to relative movement, a shock-absorbing friction plate 4 is provided between the disk hub 3 and the second shock-absorbing bushing 5. By providing the shock-absorbing friction plate 4, other components are protected by wearing down the shock-absorbing friction plate 4 when relative rotation occurs, extending the service life of the entire shock absorber. In actual application, a clamping boss 41 extends radially along the circumferential edge of the shock-absorbing friction plate 4. The disk hub 3 has a clamping groove 33 that matches the clamping boss 41 along the circumference. The clamping boss 41 is preferably 4 arranged along the circumference of the shock-absorbing friction plate 4. The shock-absorbing friction plate 4 is connected to the disk hub 3 by the clamping boss 41 being clamped into the clamping groove 33, further increasing the stability and precision of the entire shock absorber.

[0085] To increase the damping effect of the entire shock absorber, the fitting degree between the axially arranged components such as the first shock-absorbing bushing 2, the disk hub 3, the shock-absorbing friction plate 4, and the second shock-absorbing bushing 5 is made as much as possible, increasing the rotational damping and reducing the axial vibration. A disc spring 6 is provided between the second shock-absorbing bushing 5 and the shock-absorbing disk 7.

[0086] The driven disk 1 and the shock-absorbing disk 7 are respectively connected together through a driven disk connection edge 15 and a shock-absorbing disk connection edge 73. The driven disk connection edge 15 and the shock-absorbing disk connection edge 73 both have corresponding connection holes, and the driven disk connection edge 15 and the shock-absorbing disk connection edge 73 can be firmly connected together through screws. Among them, the driven disk connection edge 15 is a continuous or discontinuous arc-shaped edge arranged along the circumference of the driven disk 1, and the shock-absorbing disk connection edge 73 is a continuous or discontinuous arc-shaped edge arranged along the circumference of the shock-absorbing disk 7.

[0087] It should be noted that the driven disk 1 has a second connection structure 14 for connecting the mass ring, such as Figure 3 shown. The second connection structure 14 is preferably a connection through hole. Different weight and shape mass rings can be fixed to the driven disk 1 through the connection through hole, and thus the inertia of the entire vibrator can be changed.

[0088] In practical applications, the driven plate 1 is a stamping or casting part processed by a mold, and the material is not limited to metal plates and cast iron. The hub 3 and the damping plate 7 are preferably made of cast iron parts produced by a mold. Compared with the existing plate processing method, the production cost is greatly reduced.

[0089] In the integrated torque reduction and vibration damping device of the present invention, the driven plate 1, the damping plate 7 and the hub 3 are elastically matched only through two groups of spring assemblies 100 and two groups of rubber assemblies 200. Compared with the prior art in which a limit post 8 is arranged between the driven plate 1, the damping plate 7 and the hub 3, as Figure 10 shown, so that in the prior art, when bearing an external torque, it is rigidly limited after reaching a certain torsional angle, as Figure 8 , Figure 9 are respectively schematic diagrams of the torsional characteristic curves of the present invention and the prior art. It can be seen from Figure 8 that the shock absorber in the present invention still has buffering ability after the torsional angle reaches 23°, reflecting the better shock absorption effect of the coupling of the shock absorption function and the semi-torque limiting function of the present invention. In the prior art, when the torsional angle reaches 23°, it is rigidly limited by the limit post 8, as Figure 9 shown.

[0090] The present invention also provides a vehicle that adopts the integrated torque reduction and vibration damping device of the present invention. By adopting the integrated torque reduction and vibration damping device of the present invention, on the one hand, the engine crankshaft and the driven plate 1 can be directly connected, omitting components such as the flywheel, and the structure is simpler. On the other hand, through the overall structural design of each component inside the integrated torque reduction and vibration damping device, the matching degree between each part inside the entire integrated torque reduction and vibration damping device is high. While exerting high-performance shock absorption performance, the compactness of the structure is maximally ensured, which is beneficial to the miniaturization design of the product.

[0091] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation to the present application.

[0092] The specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the above specific embodiments, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Without conflict, the embodiments of the present application and the features in the embodiments can be combined with each other arbitrarily.

Claims

1. An integrated torsional vibration damper, characterized in that, It includes a driven plate (1), a damping plate (7) firmly connected to the driven plate (1), a hub (3) arranged between the driven plate (1) and the damping plate (7), a spring assembly (100), and a rubber assembly (200). The driven plate (1) has a first connection structure (13) for connecting to the engine crankshaft, and the hub (3) has a third connection structure for connecting to the transmission input shaft; The hub (3) is circumferentially provided with two symmetrically arranged first notches (31) and two symmetrically arranged second notches (32). The driven plate (1) and the damping plate (7) are respectively provided with first accommodation holes (11) and third accommodation holes (71) that are arranged opposite to the first notches (31). The driven plate (1) and the damping plate (7) are respectively provided with second accommodation holes (12) and fourth accommodation holes (72) that are arranged opposite to the second notches (32); The first accommodation hole (11), the first notch (31), and the third accommodation hole (71) together form a first accommodation space, and the spring assembly (100) is arranged in the first accommodation space. The second accommodation hole (12), the second notch (32), and the fourth accommodation hole (72) together form a second accommodation space, and the rubber assembly (200) is arranged in the second accommodation space; When the engine crankshaft drives the driven plate (1) to rotate, it can drive the hub (3) to drive the transmission input shaft to rotate under the elastic drive of the spring assembly (100) and the rubber assembly (200); The outer side surface of the driven plate (1) is in a stepped structure and / or a smoothly transitioning structure.

2. The integrated torsion damping shock absorber according to claim 1, wherein The spring assembly (100) includes a first spring (101) and spring bases (102) respectively arranged at both ends of the first spring (101); The rubber assembly (200) includes a rubber tube (201) and rubber bases (202) respectively arranged at both ends of the rubber tube (201).

3. The integrated slow-torsion shock absorber according to claim 2, wherein The spring assembly (100) further includes a second spring (103), and the first spring (101) is sleeved outside the second spring (103).

4. The integrated torsional vibration damper according to claim 1, characterized in that, A first damping bushing (2) and a second damping bushing (5) are arranged between the driven plate (1) and the damping plate (7), and the first damping bushing (2) and the second damping bushing (5) are respectively arranged on both sides of the hub (3).

5. The integrated slow-torsion shock absorber according to claim 4, characterized in that, A damping friction plate (4) is arranged between the hub (3) and the second damping bushing (5); A disc spring (6) is arranged between the second damping bushing (5) and the damping plate (7).

6. The integrated slow-torsion shock absorber according to claim 5, wherein, The circumferential edge of the damping friction plate (4) extends a clamping boss (41) in the radial direction, and the hub (3) has a clamping groove (33) that matches the clamping boss (41) along the circumference.

7. The integrated torsional vibration damper according to claim 1, wherein, The driven plate (1) has a second connection structure (14) for connecting to a mass ring.

8. The integrated torsion buffering and damping device according to claim 1, wherein, The driven plate (1) is a stamping part or a casting part processed by a mold.

9. The integrated slow-torsion shock absorber according to claim 1, characterized in that The driven plate (1) and the damping plate (7) are respectively connected together through a driven plate connection edge (15) and a damping plate connection edge (73). Among them, the driven plate connection edge (15) is a continuous or multiple discontinuous arc-shaped edge arranged circumferentially on the driven plate (1), and the damping plate connection edge (73) is a continuous or multiple discontinuous arc-shaped edge arranged circumferentially on the damping plate (7).

10. A vehicle, characterized in that, An integrated torsional vibration damper according to any one of claims 1 to 9 is adopted.

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