Novel torsional vibration reduction mechanism of damping type three-mass flywheel and control method

Abstract

The invention provides a damping type three-mass flywheel novel torsion vibration reduction mechanism and a control method. The damping type three-mass flywheel novel torsion vibration reduction mechanism comprises a first rotation inertia assembly, a second rotation inertia assembly, a third rotation inertia assembly, an eddy current damping unit and a control mechanism. An eddy current and control mechanism is embedded in the third rotation inertia assembly, and the third rotation inertia assembly is connected with the first rotation inertia assembly; a servo motor in the control mechanism drives a lead screw to move, and a shifting fork is connected with the lead screw through a screw pair, so that the axial displacement of the shifting fork can be realized; the axial displacement of the shifting fork enables the small rod of the shifting fork ring to move along the chute of the connecting ring, so that the connecting ring rotates; the mechanism can control circumferential rotation of multiple groups of magnets, so that the coupling area of the magnets is changed, the magnetic induction intensity of the magnets is changed, the eddy current damping force is finally changed, and the effect of a dynamic vibration absorber is achieved. The vibration damper has the advantages of compact structure, flexible control, good vibration damping performance and the like.

Description

Technical Field

[0001] The present application relates to the technical field of torsional vibration reduction of power transmission systems, and in particular to a novel torsional vibration reduction mechanism of a damped three-mass flywheel and a control method thereof. Background Art

[0002] In the field of powertrains, especially in the automotive industry, reducing torsional vibrations transmitted by the engine is an important technical challenge. These vibrations not only affect ride comfort, but can also cause early wear of mechanical components and may even lead to safety issues. These challenges become more severe as the power density of modern vehicle powertrains increases.

[0003] Traditional torsional vibration dampers, such as clutch driven disc torsional vibration dampers, dual mass flywheel torsional vibration dampers and Geislinger couplings, mainly adopt passive design. These passive torsional vibration dampers can reduce torsional vibration to a certain extent, but their working efficiency is limited by the design, the working frequency bandwidth is narrow, and it is difficult to meet the needs of wide-band vibration reduction. In addition, they have a contradiction in transmitting power torque and reducing fluctuating torque, because transmitting large power torque requires high torsional stiffness, while reducing fluctuating torque requires low torsional stiffness.

[0004] To solve these problems, researchers have developed semi-active and active torsional vibration dampers. Although active torsional vibration dampers can provide a wider range of control, they require a larger active control force, consume more energy, and are not cost-effective. Although existing semi-active torsional vibration dampers combine the advantages of active and passive, their structures are complex and the hydraulic components required for control are expensive, which is not conducive to large-scale engineering applications.

[0005] Therefore, the development of a new type of semi-active torsional vibration reduction device and its control technology has become a technical problem that technicians in this field need to solve urgently. This requires that the new vibration reduction device should not only effectively reduce torsional vibration, but also have a simple structure and reasonable cost to facilitate engineering promotion. Summary of the invention

[0006] In view of this, one of the objects of the present invention is to provide a novel torsional vibration reduction mechanism and control method for a damped three-mass flywheel, wherein a first rotational inertia component in a dual-mass flywheel is connected to a third rotational inertia component, and the third rotational inertia component contains a portion of a second rotational inertia component; after the vibration is initially attenuated by the arc spring portion in the first rotational inertia component, the eddy current effect can be utilized between the second rotational inertia component and the third rotational inertia component to stabilize the secondary flywheel in the two components, so that the secondary flywheel can smoothly transmit power to the input shaft of the gearbox, so as to be able to further reduce vibration and achieve an ideal effect.

[0007] The first rotating inertia component is the dual-mass flywheel assembly, including a primary flywheel, a friction gasket, a connecting plate, a bearing, an arc spring, a cover, and a rivet; the second rotating inertia component includes a secondary flywheel, an inertia plate, and a screw; the third rotating inertia component includes two inertia plates, a bearing, a sliding plate, and a retaining ring; the eddy current mechanism is composed of a plurality of groups of permanent magnets and eddy current plates distributed circumferentially, and is located between the third rotating inertia components, the left permanent magnet is fixed to the inner wall of the inertia plate 1, and the right side of the right permanent magnet is in contact with the inner wall of the inertia plate 2 and is engaged with the connecting ring; the control mechanism is composed of a servo motor, a lead screw fork mechanism, a connecting ring, a roller, and a bearing; by controlling the coordinated movement of the servo motor and the lead screw nut transmission mechanism, the fork is driven to move, and the connecting ring is rotated, so that the relative area between the permanent magnets can be adjusted, thereby providing an adjustable magnetic flux to change the magnitude of the over-damping force to achieve a vibration reduction effect.

[0008] The output shaft of the engine is connected to the first rotating inertia component, and the power of the engine is transmitted to the second and third rotating inertia components through the first rotating inertia component. The inertia disc 1 in the third rotating inertia component is welded with the first rotating inertia component to achieve synchronous rotation; the inertia disc 1 and the inertia disc 2 are connected by bolts; between the inertia disc 1 and the inertia disc 2, there is an inertia disc 3, which is connected to the secondary flywheel through a spline, and the two are fastened with screws, and the inertia disc 2 is provided with an annular slide groove for installing the slide plate; further, an improved thrust bearing, i.e., a shift fork ring, is also provided at the outer end of the inertia disc 2 for installing the clamping installation of the shift fork lever mechanism, and the improvement is that the thickness of its inner ring is slightly increased for installing a small rod with a bend; the upper end of the shift fork is provided with a hole that cooperates with the screw rod and a long groove is provided on it to reduce its mass; the connecting ring is provided with a corresponding inclined groove for fitting the small rod of the connecting ring with rollers, and in addition, the connecting ring extends a small cylinder for cooperating with the permanent magnet.

[0009] When the torsional vibration generated by the engine is transmitted to the first rotating inertia component, vibration occurs. The vibration can be attenuated by adjusting the stiffness of the arc spring inside the first rotating inertia component. However, the vibration is still large and can be further weakened by the subsequent control mechanism and the eddy current mechanism. First, when the vibration frequency reaches the set value and the vibration needs to be reduced, the servo motor in the control mechanism rotates forward to drive the screw rod to rotate, and the screw rod is meshed with the threaded hole of the shift fork. At this time, the rotation of the screw rod can drive the shift fork to move axially to the left. Since two slide rail holes are provided in the middle part of the shift fork and the slide rail is connected to the frame, the shift fork can only move along the axial direction of the slide rail without rotating. Since the shift fork is engaged on the shift fork ring, the shift fork ring also moves axially. An oblique groove is provided on the connecting ring, and the small rod of the shift fork ring is engaged in the oblique groove of the connecting ring through a roller, so the movement of the shift fork ring will cause the connecting ring to rotate; and because the connecting ring cooperates with the sliding vane, the sliding vane is installed on the sliding groove of the inertia disk 2 of the third rotating inertia component and is fastened to the connecting ring through a retaining ring, the connecting ring is restricted from axial movement and can only rotate; the rotation of the connecting ring causes the permanent magnet engaged in the connecting ring to rotate; the relative area of ​​multiple groups of permanent magnets in the eddy current mechanism is increased, thereby increasing the magnetic flux and strengthening the damping force, so as to achieve the purpose of stabilizing the secondary flywheel and attenuating vibration, so that the power can be smoothly transmitted to the next component.

[0010] Finally, when the vibration frequency is less than the set value, the relative area of ​​the permanent magnets needs to be reduced; at this time, the servo motor reverses, causing the lead screw to reverse and shrink, causing the fork to move to the right, thereby causing the fork ring to move and the connecting ring to reverse. As a result, the relative area of ​​multiple groups of permanent magnets in the eddy current mechanism is reduced, and the damping force is weakened.

[0011] Beneficial effects:

[0012] The present invention combines eddy current technology with dual mass flywheel (DMF) vibration reduction theory and dynamic vibration absorption principle, and innovatively proposes a three-mass torsional vibration reduction device with adjustable damping, which has both control method and vibration reduction function, and solves the problems of single working principle and narrow working frequency band of previous DMF vibration reduction. It can achieve ideal vibration reduction effect and is convenient for engineering promotion and application. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 The overall structure of the present invention is schematically shown;

[0014] Figure 2 Schematically shows an exploded view of the first rotational inertia component of the present invention;

[0015] Figure 3 The exploded view of the overall structure of the present invention is schematically shown;

[0016] Figure 4 The schematic diagram of the overall structure and working principle of the present invention is shown;

[0017] Figure 5 A cross-sectional view of the inertia disk 2 of the present invention is schematically shown;

[0018] Figure 6 The cross-sectional directional diagram of the present invention is schematically shown;

[0019] Figure 7 The schematic diagram shows the installation cross-sectional view of the second and third rotational inertia components of the present invention;

[0020] Figure 8 The permanent magnet arrangement diagram of the eddy current mechanism of the present invention is schematically shown, (a) is a stereoscopic diagram of the state where the magnet coupling area is maximum, (b) is a stereoscopic diagram of the state where the magnet coupling area is minimum, (c) is a top view of the state where the magnet coupling area is maximum, and (d) is a top view of the state where the magnet coupling area is minimum;

[0021] Fig. 9 The control logic diagram of the present invention is schematically shown;

[0022] Among them, the figure numbers are: 1-first rotating inertia component; 2-third rotating inertia component; 3-motor; 4-screw; 5-shift fork; 6-eddy current adjustment mechanism; 7-second rotating inertia component; 101-left end cover; 102-force transmission plate; 103-right end cover; 104-arc spring; 201-inertia disk 1; 202-bearing; 203-inertia disk 2; 204-sliding plate; 205-retaining ring; 206-permanent magnet group; 601-shift fork ring; 602-connecting ring; 603-roller; 701-secondary flywheel; 702-eddy current disk; 703-screw. DETAILED DESCRIPTION

[0023] The present application is further described below in conjunction with the accompanying drawings. The accompanying drawings are only for illustrative purposes and are only schematic diagrams, not actual drawings, and cannot be understood as limiting the present patent; in order to better illustrate the embodiments of the present application, some parts of the accompanying drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product; it is understandable to those skilled in the art that some well-known structures and their descriptions in the accompanying drawings may be omitted.

[0024] Specifically, Figure 1 , 2 As shown in , 3 and 4: The present invention adds a third rotating inertia component M3 (2) and an eddy current and control mechanism between the dual mass flywheel components M1 (1) and M2 (8), and improves M2 to achieve control and vibration reduction functions. The principle is as follows Figure 3 When the torsional vibration generated by the engine is transmitted to the first rotating inertia component, there is vibration. By adjusting the stiffness of the arc spring inside the first rotating inertia component, the vibration can be attenuated, but the vibration is still large and can be further reduced by the subsequent control mechanism and eddy current mechanism.

[0025] Furthermore, the inertia disk 1 (201) in the third rotating inertia component is connected to the first rotating inertia component M1 to rotate together; when the vibration frequency reaches a set value, eddy current and control mechanism are required to participate in vibration reduction;

[0026] Furthermore, the servo motor (3) in the control mechanism rotates forward to drive the screw (4) to rotate;

[0027] Furthermore, the screw rod cooperates with the threaded hole of the shift fork (5), and the shift fork is restricted in rotation by two fulcrums. At this time, the rotation of the screw rod (4) can drive the shift fork (5) to move axially to the left.

[0028] Furthermore, since the shift fork is fitted on the shift fork ring (601), the shift fork ring (601) also moves axially;

[0029] Furthermore, the small rod of the shift fork ring is engaged with the inclined groove of the connecting ring (602) through a roller, and the movement of the shift fork ring (601) is converted into the movement of the connecting ring (602);

[0030] Furthermore, the movement of the shift fork causes the small rod of the shift fork ring (601) to slide upward in the inclined groove of the connecting ring (602);

[0031] Furthermore, the rotation of the connecting ring (602) causes the permanent magnet matched to the connecting ring (602) to rotate;

[0032] Furthermore, the relative areas of the multiple groups of permanent magnets in the eddy current mechanism are increased;

[0033] Furthermore, the magnetic flux between the permanent magnets increases, and the damping force is strengthened, so as to achieve the purpose of stabilizing the secondary flywheel and attenuating the vibration, so that the power can be smoothly transmitted to the next component.

[0034] Furthermore, when the damping force needs to be reduced, the servo motor in the control mechanism is reversed, and the motor causes the lead screw to reverse and contract, and the shift fork and the shift fork ring move rightward;

[0035] Furthermore, when the shift fork ring moves to the right, the connection ring is reversed, the coupling area of ​​the multiple groups of circumferential permanent magnets is reduced, and the damping force is reduced;

[0036] Furthermore, when the system stops working, the initial position of the lead screw, the shift fork, and the eddy current adjustment mechanism all return to the state before the start of work.

[0037] The above embodiments are only used to illustrate the present application, rather than to limit the present application. Technicians in the relevant technical field may make various changes or modifications without departing from the spirit and scope of the present application. Therefore, all equivalent technical solutions should also fall within the scope of protection of the present application, and the scope of protection of the present application should be defined by the claims.

Claims

1. A novel torsional vibration reduction mechanism and control method for a damped three-mass flywheel, wherein the eddy current damping unit is characterized in that the eddy current mechanism is composed of a plurality of groups of permanent magnets and eddy current disks distributed circumferentially, and is located between three rotating inertia components, the left permanent magnet is fixed to the inner wall of the inertia disk 1, the right side of the right permanent magnet is in contact with the inertia disk 2 and is embedded with the connecting ring, wherein the sliding plate is fitted in the sliding groove of the inertia disk 2, and is embedded with the connecting ring and locked by a locking retaining ring to limit the axial movement of the connecting ring, and there is an axial spacing between the plurality of groups of permanent magnets.

2. According to the novel torsional vibration reduction mechanism and control method of a damped three-mass flywheel as described in claim 1, the control mechanism is characterized in that the control mechanism is composed of a servo motor, a screw fork mechanism, a connecting ring, a roller, and a bearing. The damping strength can be adjusted by changing the relative area between the permanent magnets, and the change of the relative area is achieved by controlling the coordinated movement of the servo motor and the screw nut transmission mechanism, driving the fork to move, causing the connecting ring to rotate, and the permanent magnets mounted on the connecting ring to follow the rotation.

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