Inertia-adjustable dual-mass flywheel torsion damper for engine

Abstract

The invention provides an inertia-adjustable dual-mass flywheel torsion damper for an engine. The device comprises a first rotation inertia assembly, a second rotation inertia assembly, a third rotation inertia assembly, a reset spring, a magnetic base and an operating and adjusting mechanism. The third rotation inertia assembly, the magnetic base and the adjusting and controlling mechanism are arranged between the first rotation inertia assembly and the second rotation inertia assembly. A servo motor in the control mechanism drives a lead screw nut mechanism to control axial movement of a shifting fork, so that opening and closing of a magnetic base are achieved, and the purpose of vibration reduction is achieved. By adjusting the rotating inertia, the requirement for vibration reduction of an automobile under various working conditions is met.

Description

Technical Field

[0001] The present application relates to the technical field of torque vibration reduction in a power transmission system, and specifically introduces a dual-mass flywheel torsional vibration damper with adjustable inertia. Background Art

[0002] A dual mass flywheel (DMFW) is a mechanical structure used in automotive powertrains. Its main function is to isolate the torsional vibration of the engine crankshaft. This torsional vibration is usually caused by the reciprocating motion of the engine and the ignition sequence. It will cause uneven rotation of the transmission system, which will affect the vehicle's driving performance and comfort, and may even reduce the vehicle's service life and safety.

[0003] Dual-mass flywheels are based on two mass parts with different moments of inertia connected by elastic elements, forming a complex vibration system. When the engine generates torque fluctuations, these fluctuations first act on the first mass and are then transmitted to the second mass through the elastic element. Due to the spring stiffness and damper characteristics between the two masses, these devices are able to effectively absorb and reduce torque fluctuations, thereby reducing the vibration transmitted to the gearbox and other parts of the vehicle.

[0004] However, existing dual-mass flywheels have some limitations in design. For example, the spring stiffness and damping values ​​of their vibration reduction mechanisms are often difficult to match accurately, and these parameters are difficult to maintain stable over the service life of the flywheel. This is particularly evident in the frequent start-stop and variable-condition driving of hybrid vehicles, which may lead to insufficient control of vehicle vibration and noise, affecting the overall NVH (noise, vibration and harshness) performance. Summary of the invention

[0005] The present invention aims to provide a dual-mass flywheel torsional vibration damper with adjustable inertia for an engine. The damper introduces a third rotating inertia component, a magnetic seat, and an operating and adjusting mechanism into the dual-mass flywheel, and the magnetic seat is placed between the first rotating inertia component and the second rotating inertia component. After the arc spring part of the first rotating inertia component initially reduces vibration, the third rotating inertia component is adsorbed to further reduce vibration and achieve an ideal effect. Inside the magnetic seat is a cylinder, in which strips of permanent magnets or constant magnets are placed, and the external base is a piece of soft magnetic material. The direction of the magnet can be adjusted by turning a switch. When the two poles of the magnet are horizontal, that is, when the N or S pole is facing the soft magnetic material, the soft magnetic material is magnetized, generates strong magnetism, and can be adsorbed on the steel surface. When the two poles of the magnet are vertical, that is, when the N and S poles are facing the soft magnetic material base, there is almost no magnetic force on the base because there is only very little magnetism in the middle of the long strip magnet.

[0006] The first rotating inertia component is the dual-mass flywheel assembly, including the primary flywheel, magnetic seat, bearing, arc spring, cover, etc.; the second rotating inertia component includes an inertia disk, rivets, and magnetic seat; the third rotating inertia component includes an inertia disk, bearing, and spline sleeve. The magnetic adsorption mechanism is composed of multiple groups of magnetic seats distributed circumferentially, located between the first and third rotating inertia components and between the second and third rotating inertia components, and fixed on the inner wall of inertia disk 1 and inertia disk 2. The operating mechanism is composed of a servo motor, a screw nut transmission mechanism, and a fork mechanism. By controlling the coordinated movement of the servo motor and the screw nut transmission mechanism, the magnetic pole of the magnetic seat can be adjusted to change the strength of the magnetic attraction to achieve the purpose of adsorption and achieve the vibration reduction effect.

[0007] The output shaft of the gearbox is connected to the first rotating inertia assembly, so that the power is transmitted to the second and third rotating inertia assemblies. In the first rotating inertia assembly, the inertia disc 1 has circular holes arranged circumferentially, which are used to connect with the primary flywheel rivets to achieve synchronous rotation; while the inertia disc 1 and the inertia disc 2 in the second rotating inertia assembly are installed at the center of the circle using screws. Between the inertia disc 1 and the inertia disc 2, there are a reset spring, a magnetic seat, an adjustment mechanism 1, a third rotating inertia assembly, an adjustment mechanism 2, a magnetic seat and a reset spring. In order to reduce the axial size of the mechanism, the adjustment mechanism 1 and the adjustment mechanism 2 are both provided with arc grooves that match each other to facilitate the installation of the magnetic seat and the reset spring.

[0008] The adjustment mechanism is divided into inner and outer sides, and the inner side is close to the inertia disk 3. Since the inner side of the adjustment mechanism needs to be adjusted by a shift fork, it does not rotate synchronously with the inertia disk. A raised circular slide rail is provided on its inner side for the outer side of the adjustment mechanism to rotate relative to it. The two adjustment mechanisms are arranged between the inertia disk 1 and the inertia disk 2 to achieve axial movement for the purpose of adjustment; the shift fork has corresponding threads. In order to avoid the overturning moment caused by the axial movement of the shift fork, a shift fork guide rail is provided above the shift fork for axial movement of the shift fork. The movement of the screw rod can make the shift fork move, thereby making the adjustment mechanism move axially, and then triggering the magnetic seat switch, and the inertia disk 3 is adsorbed by changing the magnetic force, or the reset spring is made to work, so that the inertia disk 3 returns to the middle position.

[0009] When the torsional vibration generated by the engine is transmitted to the first rotating inertia component, vibration may occur. By adjusting the stiffness of the arc spring inside the first rotating inertia component, the vibration can be reduced to a certain extent, but the vibration is still large. At this time, the vibration can be further reduced by adjusting the mechanism and the magnetic seat. When not working, the magnetic seats on both sides are in a closed state, and the inertia disk 3 remains in the middle position.

[0010] When the output shaft of the gearbox rotates at a low speed, vibration needs to be reduced. At this time, the servo motor 1 in the operating mechanism rotates forward, driving the screw nut 1 to rotate forward. The fork 1 has an internal thread. Through this design, the fork 1 drives the adjustment mechanism 1 to move toward the inertia disk 1. The adjustment mechanism 1 is connected to the rack, so that the switch of the magnetic seat 1 is turned on, generating an adsorption effect to fit the inertia disk 3 with the inertia disk 1, and compressing the reset spring to achieve the purpose of reducing vibration, so that the power can be smoothly transmitted to the next component.

[0011] Secondly, when the output shaft of the gearbox is at a medium speed, the servo motor 1 in the operating mechanism is reversed, driving the screw nut to reverse. The fork 1 is also provided with an internal thread. Through this design, the fork 1 drives the adjustment mechanism 1 away from the inertia disk 1. The adjustment mechanism 1 is connected to the rack, so that the switch of the magnetic seat 1 is in the closed state. At this time, the magnetic force is weakened, and the reset spring recovers its deformation, pushing the inertia disk 3 to the middle position. Through such operation, the purpose of reducing vibration can be achieved, ensuring that the power is smoothly transmitted to the next component.

[0012] Finally, when the output shaft of the gearbox is at a high speed, the servo motor 2 in the operating mechanism rotates forward, driving the screw nut 2 to rotate forward. The fork 2 is also designed with an internal thread so that the fork 2 drives the adjustment mechanism to move toward the inertia disk 3. The adjustment mechanism 2 is connected to the rack, so that the switch of the magnetic seat 2 is turned on. At this time, the magnetic force reaches the maximum value, generating an adsorption effect, and the inertia disk 3 is attached to the inertia disk 2. Through this process, the purpose of vibration is achieved, ensuring that the power is smoothly transmitted to the next component.

[0013] Beneficial effects: The present invention combines magnetic adsorption technology with dual mass flywheel (DMF) vibration reduction theory and dynamic adsorption principle, and innovatively proposes a new vibration reduction structure. By adjusting the moment of inertia, an ideal vibration reduction effect is achieved, making it easier to promote and apply in engineering. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 A schematic cross-sectional view of the present invention without the primary flywheel structure is shown;

[0015] Figure 2 A schematic diagram shows a cross-sectional view of the installation of the present invention without the primary flywheel structure;

[0016] Figure 3 The primary flywheel structure diagram of the present invention is schematically shown;

[0017] Figure 4 The exploded view of the overall structure of the present invention is schematically shown;

[0018] Figure 5 The structure diagram of the manipulation and adjustment mechanism of the present invention is schematically shown;

[0019] Figure 6 Schematically shows the details of the adjustment mechanism of the present invention;

[0020] Figure 7 The present invention schematically shows a rotational inertia position relationship diagram;

[0021] Figure 8 The schematic diagram of the magnetic base adsorption principle of the present invention is shown;

[0022] Fig. 9 The schematic diagram of the overall structure and working principle of the present invention is shown;

[0023] Fig.10 The control logic diagram of the present invention is schematically shown;

[0024] Among them, the figure numbers are: 1-first rotating inertia component; 2-adjusting mechanism 1; 3-motor 1; 4-screw 1; 5-shift fork 1; 6-motor 2; 7-screw nut 2; 8-shift fork 2; 9-second rotating inertia component 2; 10-adjusting mechanism 2; 11-third rotating inertia component; 101-inertia disk 1; 102-reset spring 1; 103-magnetic seat 1; 104-primary flywheel disk 1; 105-bearing; 106-force transmission plate; 107-primary flywheel disk 2; 108-arc spring; 201-roller; 202-roller bearing; 203-screw; 801-shift fork guide; 901-reset spring 2; 902-bolt; 903-magnetic seat 2; 904-inertia disk 2; 1101-bearing; 1102-spline sleeve; 1103-inertia disk 3. DETAILED DESCRIPTION

[0025] To further illustrate the content of this application, the following drawings are provided. The drawings are for illustrative purposes only and are only schematic diagrams rather than physical drawings. They should not be considered as limitations on this patent. Components in some drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. For professionals in the technical field, it is acceptable to omit certain known structures and their descriptions in the drawings.

[0026] Specific embodiment: The present invention realizes the control and vibration reduction functions by installing a third rotation inertia component M3 (11) and a magnetic seat, a control and adjustment mechanism between the dual mass flywheel components M1 (1) and M2 (9);

[0027] Specifically, Figure 1 , 2 As shown in Figures 3 and 4, the third rotation inertia component M3, the magnetic base and the operating mechanism are all located between the first and second rotation inertia components. Fig. 9As shown in the figure, when the torsional vibration generated by the engine output shaft at low speed is transmitted to the first rotation inertia component M1 through the output shaft, there is a large vibration phenomenon at first, and it rotates with the rotating shaft. Since there is an arc spring in the first rotation inertia component M1, according to the DMF vibration reduction principle, the arc spring can initially reduce the vibration generated by the system and transmit power to the second rotation inertia component M2 in turn. However, the vibration phenomenon at this time is still relatively obvious, and vibration reduction treatment needs to be continued;

[0028] Furthermore, the inertia disk 1 (101) in the first rotating inertia component is connected to the first rotating inertia component M1 and the second rotating inertia (9) to rotate together, and the inertia disk 3 (1103) does not rotate when not adsorbed, so a spline sleeve (1102) is used to cooperate with the inertia disk 3, and a bearing (1101) is provided on the spline sleeve. At the same time, one end of two sets of reset springs are connected to the spline sleeve, and the other end is connected to the inertia disk 1 and the inertia disk 2, so as to facilitate the axial movement and reset of the inertia disk 3; when no rotation occurs, the magnetic seats on both sides are in a closed state, and the inertia disk 3 is in the middle position. When the output shaft speed is in the low speed range, the magnetic seat and the operating mechanism are required to participate in vibration reduction so that the inertia disk 1 adsorbs the inertia disk 3;

[0029] Furthermore, at this time, the servo motor 1 (3) in the operating mechanism starts to work in the forward direction, driving the screw nut 1 (4) to rotate, and further driving the shift fork 1 (5) to move toward the inertia disk 1;

[0030] Further, the shift fork drives the adjustment mechanism 1 (2) to move toward the inertia disk 1;

[0031] Furthermore, as the adjustment mechanism 1 moves toward the inertia disk 1, it drives the rack to move synchronously, and the rack meshes with the gear on the magnetic seat 1 (103), so that the switch of the magnetic seat 1 is turned on, generating an adsorption effect, and the inertia disk 3 is located on the bearing, and can be axially moved to be adsorbed to the inertia disk 1 and rotate synchronously with it, and the reset spring 1 (102) is compressed. The purpose of stable attenuation of vibration is achieved, so that the power is smoothly transmitted to the next component;

[0032] Furthermore, when the speed reaches the middle speed, the return spring is required to restore the inertia disc 3 to the middle position;

[0033] Furthermore, it is necessary to adjust the magnetic seat 1 (103) to be in a closed state. The servo motor 1 in the operating mechanism is reversed, driving the screw nut 1 to reverse, so that the fork 1 moves away from the inertia disk 1, and the fork drives the adjustment mechanism 1 to move axially. At this time, the rack of the adjustment mechanism 1 meshes with the gear of the magnetic seat 1, causing the gear to rotate, and the magnetic seat 1 is in a closed state, the magnetic force is weakened, and the reset spring recovers its deformation, pushing the inertia disk 3 to the middle position;

[0034] Furthermore, when the output shaft speed is in the high-speed range, the magnetic seat and the operating mechanism are required to participate in vibration reduction, so that the inertia disk 2 adsorbs the inertia disk 3; at this time, the servo motor 2 (6) in the operating mechanism starts to rotate forward, driving the screw nut 2 (7) to rotate, and further driving the shift fork 2 (8) to move toward the inertia disk 2;

[0035] Further, the shift fork drives the adjustment mechanism 2 (2) to move toward the inertia disk 2;

[0036] Furthermore, as the adjustment mechanism 2 moves toward the inner side of the inertia disk 2, it drives the rack to move synchronously, and the rack meshes with the gear on the magnetic seat 2 (903), so that the switch of the magnetic seat 2 is turned on, the magnetic force increases, and an adsorption effect is generated. The inertia disk 3 is located on the bearing and can be axially moved to be adsorbed to the inertia disk 2 and rotate synchronously with it, and the reset spring 2 (901) is compressed. The purpose of attenuating vibration is achieved, so that the power is smoothly transmitted to the next component;

[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. The dual-mass flywheel torsional vibration damper with adjustable inertia for the engine includes the first, second and third rotation inertia components, a magnetic seat, a return spring, and an operating and adjusting mechanism. The operating mechanism is composed of a servo motor, a screw nut transmission mechanism, and a shift fork. The change of the axial distance is achieved by the motor driving the screw nut mechanism.

2. The dual-mass flywheel torsional vibration damper with adjustable inertia for an engine as claimed in claim 1, wherein one end of two sets of return springs in the mechanism is connected to the spline sleeve, and the other end is connected to the inertia disk 1 and the inertia disk 2, and compresses and deforms when the magnetic attraction force is increased; restores the deformation when the attraction force is reduced, and restores the third rotational inertia to its initial position.

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