Novel vibration reduction mechanism of magnetic adsorption type three-mass flywheel and control method

Abstract

The invention provides a novel magnetic adsorption type three-mass flywheel damping mechanism and a control method. The novel magnetic adsorption type three-mass flywheel damping mechanism is composed of an inertia disc 1 (1), an inertia disc 2 (2), a bearing (3), a spline sleeve (4), a retainer (5), a connecting block (6), a magnetic adsorption mechanism (7), an inertia disc 3 (8), a bolt (9), a spring torsion damper (10), a motor (11), a sliding rod (12), a lead screw (13), a shifting fork (14), a reset spring (15) and a steel ball (16). A third rotation inertia assembly (M3) is additionally arranged on the basis of an original dual-mass flywheel, and the third rotation inertia assembly (M3) is located between the first rotation inertia assembly (M1) and the second rotation inertia assembly (M2). A servo motor in the control mechanism drives a lead screw nut mechanism to realize rotation-telescopic motion, so that the adjusting mechanism controls a switch in the magnetic adsorption mechanism, and a third rotation inertia assembly is adsorbed on a first rotation inertia assembly or a second rotation inertia assembly along with the magnetic adsorption mechanism. The effects of increasing rotational inertia and reducing vibration are achieved. The vibration damper has the advantages of good vibration damping performance, compact overall structure, convenience in switch control 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 vibration reduction mechanism and control method for a magnetically adsorbed three-mass flywheel. Background Art

[0002] During engine operation, the reciprocating motion of the piston, the unbalanced forces and torques generated by the high-speed operation of the crankshaft and connecting rod are the main sources of engine vibration. In the vehicle power transmission system, the torsional vibration of the engine will be transmitted to the wheels and other components through the transmission system, which is a major source of mechanical vibration. As the power density of the vehicle power transmission system continues to increase, both external and internal excitations are increasing, the possibility of fatigue damage to the transmission system increases, and the long-term broadband vibration of the system will cause great harm to the body of the occupants. Therefore, reducing the broadband vibration of the transmission system has become the focus of research by various automobile manufacturers and many scholars.

[0003] In the automobile clutch, the torsional vibration damper is an important component, which is mainly composed of elastic elements and damping elements. Its functions include reducing the torsional stiffness of the joint between the engine crankshaft and the transmission system, increasing the torsional damping of the transmission system, suppressing the amplitude corresponding to the torsional resonance, and attenuating the transient torsional vibration caused by the impact. Installing a torsional vibration damper in the vehicle power transmission system can effectively reduce the torsional vibration. The torsional vibration dampers currently used mainly include Geislinger coupling, dual-mass flywheel torsional vibration damper, and clutch driven disc torsional vibration damper. These types are passive torsional vibration dampers. The working frequency bandwidth of passive torsional vibration dampers is relatively narrow, and it is difficult to achieve wide-band vibration reduction of the torque transmission system. This is because the passive torsional vibration damper has to shoulder the two tasks of reducing the fluctuating torque and transmitting the power torque at the same time. Reducing the fluctuating torque requires low torsional stiffness, and transmitting large power torque requires high torsional stiffness. There is an irreconcilable contradiction between the two.

[0004] In response to the above problems, semi-active and active torsional vibration dampers have emerged. Active vibration dampers are more complex and flexible in control and can provide better performance, but the cost is relatively high. Semi-active vibration dampers have achieved a certain balance between cost and performance, but their structure is complex and the hydraulic components required for semi-active control are expensive, which is not conducive to engineering promotion. Therefore, taking into account both vibration reduction effect and structural economy, developing new semi-active torsional vibration damping devices and control technologies is a technical problem that needs to be solved urgently by current technicians in this field. Summary of the invention

[0005] In summary, one of the objectives of the present invention is to provide a novel vibration reduction mechanism and control method for a magnetically adsorbed three-mass flywheel, comprising three sets of rotational inertia components. The first rotating inertia component M1 is the dual-mass flywheel assembly, including an end cover, a force transmission plate, a connecting plate, a bearing, an arc spring, and a rivet; the second rotating inertia component M2 includes an inertia plate and bolts; the third rotating inertia component M3 includes an inertia plate, a bearing, a spline sleeve, a retaining frame, and a magnetic adsorption mechanism; the magnetic adsorption mechanisms are respectively fixed on both sides of the inertia plate 2, and the distribution positions of the magnetic adsorption mechanisms on both sides are overlapped in the axial projection; the control mechanism is composed of a servo motor, a slide rod, a lead screw, and a shift fork; by controlling the coordinated movement of the servo motor and the lead screw, the rotation switch of the magnetic adsorption mechanism can be adjusted, thereby adjusting the magnetic strength of the magnetic adsorption mechanism, so that it drives M3 to be adsorbed onto M1 or M2, and M3 is located between M1 and M2; the arc spring in M1 can perform preliminary vibration reduction, and when further vibration reduction is required, M3 will be adsorbed onto M1 or M2 to increase the rotational inertia of M1 or M2, thereby achieving a further vibration reduction effect.

[0006] The engine output shaft is connected to M1, and the engine power is transmitted to M2 and M3 through M1. The inertia disc 1 has circular holes arranged around the circumference, which are used to connect with M1 by rivets to achieve synchronous rotation; the inertia disc 1 and the inertia disc 3 in M2 are installed with screws at the center of the circle; between the inertia disc 1 and the inertia disc 3, there are inertia disc 2, spline sleeve, and bearing; the inertia disc 2 and the spline sleeve are connected by bearings; further, a retaining frame is also provided at the outer end of the inertia disc 2 to adjust the switch of the magnetic adsorption mechanism; the retaining frame has a connecting block, and a sliding groove is provided on the connecting block, and the shift fork can slide axially in the groove, and the sliding distance is limited; the spline sleeve is provided with a corresponding circular hole to arrange the reset spring steel ball; a small groove is opened on the transmission shaft to clamp the steel ball so that M3 stays in the middle position.

[0007] When the engine starts, it will produce large torsional vibration. At this time, it is in a low-speed state. The torsional vibration is first transmitted to M1, causing M1 to vibrate. The arc spring inside M1 can perform preliminary vibration reduction to attenuate the vibration, but the vibration is still large and can be further reduced by the subsequent control mechanism and the magnetic adsorption mechanism. When the vibration frequency reaches the set value and the vibration needs to be reduced, M3 needs to be adsorbed onto M1 to increase the rotational inertia of M1. At this time, the servo motor in the control mechanism rotates forward to drive the shift fork to slide to the left. When the shift fork slides to the left pole of the control mechanism, When the limit position is reached, the shift fork will drive the control mechanism to move to the left. At this time, the switch of the magnetic adsorption mechanism on the left side of the inertia disk 2 is turned on, and M3 is adsorbed onto M1, increasing the rotational inertia of M1, thereby stabilizing M1 and attenuating vibration, and transmitting power to the next component smoothly. When the vibration frequency is less than the set value, M3 needs to be separated from M1. At this time, the servo motor reverses and drives the control mechanism to move to the right through the shift fork. At this time, the switch of the magnetic adsorption mechanism on the left side of the inertia disk 2 is turned off, and M3 is stuck in the groove of the transmission shaft through the reset mechanism in the sleeve, thereby returning to the middle position.

[0008] When the engine speed is at high speed, M2 will produce large torsional vibration. When the vibration frequency reaches the set value and the vibration needs to be reduced, M3 needs to be adsorbed onto M2 to increase the rotational inertia of M2. At this time, the servo motor in the control mechanism reverses to drive the fork to slide to the right. When the fork slides to the right limit position of the control mechanism, the fork will drive the control mechanism to move to the right. At this time, the magnetic adsorption mechanism switch on the right side of the inertia disk 2 is turned on, and M3 is adsorbed onto M2, increasing the rotational inertia of M2, achieving the purpose of stabilizing M2 and attenuating vibration, so that the power is smoothly transmitted to the next component. When the vibration frequency is less than the set value, M3 needs to be separated from M2. At this time, the servo motor rotates forward and drives the control mechanism to move to the left through the fork. At this time, the magnetic adsorption mechanism switch on the right side of the inertia disk 2 is turned off, and M3 is stuck in the groove of the transmission shaft through the reset mechanism in the sleeve, thus returning to the middle position. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 The exploded view of the overall structure of the present invention is schematically shown;

[0010] Figure 2 The schematic diagram of the overall structure and working principle of the present invention is shown;

[0011] Figure 3 The schematic diagram shows the installation cross-sectional view of the second and third rotational inertia components of the present invention;

[0012] Figure 4 A schematic diagram of the installation cross-sectional view of the reset mechanism of the present invention is shown;

[0013] Figure 5The isometric view of the sleeve and the transmission shaft of the present invention is schematically shown;

[0014] Figure 6 The isometric view of the adjustment mechanism of the present invention is schematically shown;

[0015] Figure 7 The control logic diagram of the present invention is schematically shown;

[0016] Figure 8 A schematic cross-sectional view of the structure of the magnetic adsorption mechanism of the present invention is shown;

[0017] Fig. 9 The exploded view of the torsional vibration damper structure of the present invention is schematically shown;

[0018] Among them, the figure numbers are: 1-inertia disk 1; 2-inertia disk 2; 3-bearing; 4-spline sleeve; 5-cage; 6-connecting block; 7-magnetic adsorption mechanism; 8-inertia disk 3; 9-bolt; 10-torsion vibration damper; 11-motor; 12-slide rod; 13-screw; 14-shift fork; 15-reset spring; 16-steel ball; 101-left end cover; 102-rivet; 103-connecting disk; 104-arc spring; 105-force transmission plate; 106-right end cover; 701, 702-cast iron; 703, 704-brass; 705-permanent magnet. DETAILED DESCRIPTION

[0019] 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.

[0020] Specific embodiment: The present invention adds a third rotating inertia component M3 to the original component of the dual-mass flywheel, including a magnetic adsorption mechanism, a control mechanism, an inertia disk, and a reset mechanism to achieve control and vibration reduction functions;

[0021] Specifically, Figure 1 , 2 As shown in FIG. 3 , the magnetic attraction mechanism, control mechanism, inertia disk, and reset mechanism are all located between M1 and M2. Figure 2 shown.

[0022] When the engine is started, it will generate large torsional vibration. At this time, it is in a low-speed state. The torsional vibration is first transmitted to M1, causing M1 to vibrate. The arc spring inside M1 can perform preliminary vibration reduction to attenuate the vibration, but the vibration phenomenon is still obvious at this time, and further vibration reduction treatment is required;

[0023] Furthermore, when the vibration frequency reaches the set value, magnetic adsorption and control mechanism are required to participate in vibration reduction;

[0024] Furthermore, at this time, the servo motor (11) starts to work in the forward direction, driving the shift fork (14) to slide to the left;

[0025] Furthermore, when the shift fork slides to the left limit position of the retaining frame (5), it drives the retaining frame to move to the left;

[0026] Furthermore, the retaining frame will turn on the switch of the magnetic attraction mechanism (7) located on the left side of the inertia disk 2 (2), so that the magnetic attraction mechanism on the left side generates magnetic force;

[0027] Furthermore, the magnetic adsorption mechanism will attach M3 to M1 together;

[0028] Finally, M3 will rotate with M1, thereby increasing the rotational inertia of M1, stabilizing M1 and attenuating vibration, so that power can be smoothly transmitted to the next component;

[0029] Furthermore, when the vibration frequency is less than the set value, M3 needs to be separated;

[0030] Furthermore, it is necessary to turn off the switch of the magnetic adsorption mechanism, and the servo motor in the control mechanism is reversed, and the retaining frame is driven to move rightward through the shift fork, thereby turning off the switch of the magnetic adsorption mechanism;

[0031] Further, M3 will be thrown out and slide to the right along with the spline sleeve (4);

[0032] Furthermore, when the steel ball (16) is stuck in the groove on the transmission shaft, M3 returns to the middle position, and the shift fork, the inertia plate 2, and the control mechanism all return to the state before the start of work.

[0033] When the engine is at high speed, the torsional vibration of M2 is large, and further vibration reduction treatment is required for M2;

[0034] Furthermore, when the vibration frequency reaches the set value, magnetic adsorption and control mechanism are required to participate in vibration reduction;

[0035] Furthermore, at this time, the servo motor starts to work in reverse, driving the shift fork to slide to the right;

[0036] Furthermore, when the shift fork slides to the right limit position of the cage, it drives the cage to move to the right;

[0037] Furthermore, the retaining frame turns on the switch of the magnetic adsorption mechanism located on the right side of the inertia disk 2, so that the magnetic adsorption mechanism on the right side generates magnetic force;

[0038] Furthermore, the magnetic adsorption mechanism will adsorb M3 onto M2 together with the M3;

[0039] Finally, M3 will rotate with M2, thereby increasing the rotational inertia of M2, stabilizing M2 and attenuating vibration, so that power can be smoothly transmitted to the next component;

[0040] Furthermore, when the vibration frequency is less than the set value, M3 needs to be separated;

[0041] Furthermore, it is necessary to turn off the switch of the magnetic adsorption mechanism, control the servo motor in the mechanism to rotate forward, drive the retaining frame to move left through the shift fork, and thus turn off the switch of the magnetic adsorption mechanism;

[0042] Further, the M3 will be thrown out, sliding to the left along with the spline sleeve;

[0043] Furthermore, when the steel ball is stuck in the groove on the transmission shaft, M3 returns to the middle position, and the shift fork, inertia plate 2, and control mechanism all return to the state before the start of work.

[0044] 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 vibration reduction mechanism and control method of a magnetic adsorption three-mass flywheel, characterized in that: A third rotational inertia component M3 is added on the basis of the original dual-mass flywheel, and M3 is located between the first rotational inertia component M1 and the second rotational inertia component M2. M3 includes a magnetic adsorption mechanism, a control mechanism, a reset mechanism, and the like.

2. The novel magnetic adsorption three-mass flywheel vibration reduction mechanism and control method according to claim 1 is characterized in that: The reset mechanism includes a spline sleeve, a reset spring and a steel ball; when the third rotational inertia component is not working, the steel ball will be stuck in the groove on the transmission shaft, so that the third rotational inertia component is limited to the middle position. The spline sleeve is embedded in the transmission shaft, the spline sleeve and the transmission shaft remain relatively stationary, and can move axially on the transmission shaft.

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