Torsional damper, engine assembly, and vehicle

Abstract

The present application relates to the technical field of torsional vibration damping, and discloses a torsional vibration damper, an engine assembly and a vehicle, comprising: a hub comprising an inner ring portion, the inner ring portion having a first flow channel; an inertia ring comprising an outer ring portion, the outer ring portion being sleeved on the inner ring portion, the outer ring portion and the inner ring portion defining a damping cavity, the damping cavity being in communication with the first flow channel, the inertia ring and / or the hub comprising a partition portion, the partition portion being located in the damping cavity; a mounting member being provided through the inner ring portion, the mounting member being used for being connected with a crankshaft of an engine, the mounting member being provided with a second flow channel, the second flow channel being used for being communicated between the first flow channel and a lubricating flow channel in the crankshaft; and a control member being provided in the second flow channel, the control member adjusting an overflow area of the second flow channel according to a hydraulic pressure in the second flow channel, so as to adjust a liquid storage amount in the damping cavity. The torsional vibration damper changes the natural frequency by adjusting the liquid storage amount in the damper, realizes the damping of the engine assembly in all working conditions, and has simple structure, low cost and low energy consumption.

Description

Technical Field

[0001] This invention relates to the field of torsional vibration reduction technology, specifically to a torsional vibration damper, an engine assembly, and a vehicle. Background Technology

[0002] Torsional dampers are typically installed on the crankshaft of an engine assembly. These dampers suppress torsional vibrations, reduce vibration noise, and ensure the crankshaft's fatigue strength and reliability. Torsional dampers in related technologies are mainly classified into rubber-damped, silicone oil-damped, and electromagnetically adjustable types. Rubber-damped and silicone oil-damped torsional dampers have fixed stiffness and cannot adjust the damping frequency according to operating conditions. They can only achieve effective damping within a single, narrow speed range and cannot meet the full-condition damping requirements of the engine assembly. Electromagnetically adjustable torsional dampers, while allowing for damping adjustment, have a complex structure and high energy consumption and cost. Summary of the Invention

[0003] This invention provides a torsional vibration damper to solve the problems of existing torsional vibration dampers being unable to adjust the vibration reduction frequency according to changes in working conditions, or having complex structures, high energy consumption, and high costs.

[0004] In a first aspect, the present invention provides a torsional vibration damper, comprising: a hub including an inner ring portion having a first flow channel; an inertia ring including an outer ring portion sleeved on the inner ring portion, the outer ring portion and the inner ring portion defining a damping cavity, the damping cavity communicating with the first flow channel, the inertia ring and / or the hub including a partition portion located within the damping cavity; a mounting member passing through the inner ring portion, the mounting member for connecting to the crankshaft of an engine, the mounting member having a second flow channel communicating between the first flow channel and a lubrication flow channel within the crankshaft; and a control member disposed within the second flow channel, the control member adjusting the flow area of ​​the second flow channel according to the hydraulic pressure within the second flow channel to adjust the fluid storage volume within the damping cavity.

[0005] Beneficial effects: When the crankshaft rotates, the mounting components and hub rotate accordingly. As the crankshaft speed increases, the hydraulic pressure in the lubrication channel increases, leading to an increase in the hydraulic pressure in the second channel. Therefore, the flow area of ​​the second channel increases, the amount of fluid stored in the damping chamber increases, the fluid stiffness in the damping chamber increases, and the natural frequency of the torsional damper increases. Conversely, as the crankshaft speed decreases, the hydraulic pressure in the lubrication channel decreases, leading to a decrease in the hydraulic pressure in the second channel. Therefore, the flow area of ​​the second channel decreases, the amount of fluid stored in the damping chamber decreases, the fluid stiffness in the damper decreases, and the natural frequency of the torsional damper decreases. In other words, the amount of fluid stored in the damping chamber is positively correlated with the crankshaft speed, resulting in a lower total equivalent stiffness of the torsional damper at low crankshaft speeds and a higher total equivalent stiffness at high crankshaft speeds. The natural frequency of the torsional damper is dynamically adjustable, achieving adaptive matching between the natural frequency of the torsional damper and the crankshaft speed under all operating conditions of the engine assembly, thus meeting the vibration reduction requirements of the engine assembly under all operating conditions. Furthermore, the crankshaft rotation generates hydraulic pressure within the lubrication channel to regulate the amount of fluid stored in the damping chamber, eliminating the need for additional control and power supply structures. This simplifies the structure and reduces energy consumption and costs.

[0006] In one optional embodiment, there are multiple partitions, including at least one first partition and at least one second partition. The first partition is connected to the inner ring portion, and the second partition is connected to the outer ring portion. The first partition and the second partition are spaced apart circumferentially along the torsional damper to divide the damping cavity into a first damping cavity and a second damping cavity. The volume changes of the first damping cavity and the second damping cavity are negatively correlated. The first flow channel includes two sub-flow channels, which are spaced apart axially along the inner ring portion. Each sub-flow channel communicates with the second flow channel. One sub-flow channel communicates with the first damping cavity, and the other sub-flow channel communicates with the second damping cavity.

[0007] Beneficial effects: By dividing the damping chamber into a first damping chamber and a second damping chamber, with opposite hydraulic changes in the first and second damping chambers, effective torsional damping can be provided when the crankshaft rotates forward or backward, with higher precision.

[0008] In one optional embodiment, there are at least two first partitions and at least two second partitions to divide the vibration damping cavity into a plurality of first vibration damping cavities and a plurality of second vibration damping cavities; each sub-channel includes an annular cavity and a plurality of through holes, the annular cavity extends circumferentially along the inner ring portion, the second channel communicates with the annular cavity, and the plurality of through holes communicate with the annular cavity; the plurality of through holes of one sub-channel communicate with a plurality of first vibration damping cavities, and the plurality of through holes of another sub-channel communicate with a plurality of second vibration damping cavities.

[0009] Beneficial effects: By setting up an annular cavity, it can be directly connected to multiple through holes, resulting in a simpler structure. Furthermore, the lubricating fluid flowing from the second flow channel into one sub-flow channel is diverted through the annular cavity and multiple through holes to multiple first damping chambers, thus connecting these chambers and facilitating real-time adjustment of the lubricating fluid within them, ensuring that the fluid volume in each chamber is approximately the same. Similarly, the lubricating fluid flowing from the second flow channel into another sub-flow channel is diverted through the annular cavity and multiple through holes to multiple second damping chambers, also connecting them and facilitating real-time adjustment of the lubricating fluid within them, ensuring that the fluid volume in each chamber is approximately the same. This improves the uniformity of the circumferential fluid stiffness of the torsional vibration damper, which is beneficial for enhancing its torsional damping effect.

[0010] In one optional embodiment, the second flow channel includes a first axial section and a first radial section, the first radial section communicating between the first axial section and the first flow channel; the control element includes: a valve core portion movably disposed within the first axial section, the valve core portion having a third flow channel communicating with the first axial section; and an elastic portion abutting against the valve core portion, the valve core portion moving under the drive of pressure within the first axial section and the elastic force of the elastic portion to adjust the communication area between the third flow channel and the first radial section.

[0011] Beneficial effects: The first axial section can penetrate the end face of the mounting component connected to the crankshaft, facilitating the connection between the second flow channel and the lubrication flow channel. The first radial section can directly connect the first axial section and the first flow channel, resulting in a simple structure and convenient processing. By incorporating an elastic element, it can cooperate with the hydraulic pressure within the lubrication flow channel to adjust the position of the valve core within the first axial section, control the connection area between the third flow channel and the first radial section, and thus control the fluid storage volume in the damping chamber to match the real-time crankshaft speed and improve the torsional damping effect.

[0012] In one optional embodiment, the third flow channel includes: a second axial section communicating with the first axial section; and a liquid inlet section including a second radial section and a circumferential section, wherein the second radial section communicates between the second axial section and the circumferential section, the circumferential section is disposed on the outer circumferential surface of the valve core, the circumferential section extends circumferentially along the valve core, and the communication area between the circumferential section and the first flow channel is adjustable.

[0013] Beneficial effects: By setting the second axial section and the second radial section, the lubricant in the second flow channel can be received, and the flow direction of the lubricant can be reversed, making it easier for the lubricant to flow to the first flow channel. By setting the circumferential section, the positional deviation between the second radial section and the first flow channel caused by installation errors and machining errors can be avoided, playing a positioning compensation role and improving the reliability of the connection between the third flow channel and the first flow channel.

[0014] In one alternative embodiment, there are multiple second radial segments, which are spaced apart circumferentially along the valve core.

[0015] Beneficial effects: By increasing the number of second radial sections, the flow rate between the circumferential section and the second axial section can be increased, thereby ensuring the amount of liquid stored in the damping chamber and making the liquid distribution more uniform. In addition, the cross-sectional area of ​​each second radial section does not need to be too large, avoiding local structural strength being too low and reducing the probability of damage to the valve core.

[0016] In one optional embodiment, the third flow channel further includes: a liquid outlet section connected between the second axial section and the first radial section, wherein a liquid outlet valve is provided in the second axial section and the liquid outlet valve covers the liquid outlet section; the torsional damper is switchable between a liquid inlet state and a liquid outlet state, wherein in the liquid inlet state, the circumferential section is connected to the first radial section, and in the liquid outlet state, the liquid outlet section is connected to the first radial section, and the opening and closing state of the liquid outlet valve is adjusted according to the hydraulic pressure in the first radial section.

[0017] Beneficial effects: By setting the liquid outlet section, when the crankshaft speed is low, the valve core returns to near the initial position, and the liquid outlet section is connected to the first flow channel. If there is a lot of residual liquid in the damping chamber at this time, the hydraulic pressure in the damping chamber is large, which can drive the liquid outlet valve to open. The liquid in the damping chamber can flow into the second flow channel through the liquid outlet section until the hydraulic pressure in the damping chamber is reduced to the preset range, and the liquid outlet valve closes, ensuring the sealing of the damping chamber.

[0018] In one alternative embodiment, a damping element is provided between the hub and the inertia ring.

[0019] Beneficial effects: During engine startup, the fluid in the damping chamber may be insufficient, failing to generate adequate hydraulic damping force. The damping element provides initial buffer damping, preventing damage from collisions between the wheel hub and the inertia ring. Furthermore, the damping element and the hydraulic fluid within the damping chamber work together to more effectively handle the relative motion between the wheel hub and the inertia ring, reducing the stress on the damping element and extending its service life. Additionally, in the event of hydraulic abnormalities or failures within the damping chamber, the damping element provides passive damping, serving as a redundant damping structure with high reliability.

[0020] In one alternative embodiment, the torsional damper further includes two baffles sealing the axially opposite sides of the damping cavity, so that the inertia ring and the hub are both connected to the baffles.

[0021] Beneficial effects: By using a baffle to seal the vibration damping cavity axially, the sealing effect of the damping cavity can be guaranteed, and there is no need to set up structures on the inertia ring and hub to seal the damping cavity axially. This reduces the processing difficulty of the inertia ring and hub and improves production efficiency. In addition, the baffle can fix the relative position of the hub and the inertia ring.

[0022] Secondly, the present invention also provides an engine assembly, comprising: an engine body including a crankshaft, wherein a lubrication channel is provided within the crankshaft; the aforementioned torsional damper, wherein the mounting component is connected to the crankshaft, and the lubrication channel communicates with the second channel.

[0023] Beneficial effects: By using the aforementioned torsional damper, the engine assembly can not only suppress the torsional vibration of the crankshaft, but also dynamically adjust the natural frequency of the torsional damper to meet the vibration reduction requirements of the engine assembly under all operating conditions.

[0024] In one alternative embodiment, the engine body further includes a housing, the torsional damper is disposed within the housing, and the crankshaft passes through the housing.

[0025] Beneficial effects: The front end of the crankshaft does not need to extend outside the housing, the engine body does not need to be equipped with an external vibration damping pulley, the oil seal between the front end of the crankshaft and the housing can be eliminated, the friction loss between the crankshaft and the housing is reduced, and the risk of oil leakage is reduced.

[0026] Thirdly, the present invention also provides a vehicle including the aforementioned engine assembly.

[0027] Beneficial effects: By utilizing the aforementioned engine assembly, vehicles can achieve torsional vibration reduction while reducing energy consumption and costs.

[0028] The beneficial effects of this invention are: (1) When the crankshaft rotates, the mounting parts and hub rotate accordingly. As the crankshaft speed increases, the hydraulic pressure in the lubrication channel increases, which leads to an increase in the hydraulic pressure in the second channel. Therefore, the flow area of ​​the second channel increases, the amount of liquid stored in the damping chamber increases, the fluid stiffness in the damping chamber increases, and the natural frequency of the torsional damper increases. As the crankshaft speed decreases, the hydraulic pressure in the lubrication channel decreases, which leads to a decrease in the hydraulic pressure in the second channel. Therefore, the flow area of ​​the second channel decreases, the amount of liquid stored in the damping chamber decreases, the fluid stiffness in the damper decreases, and the natural frequency of the torsional damper decreases. In other words, the amount of liquid stored in the damping chamber is positively correlated with the crankshaft speed, so that the total equivalent stiffness of the torsional damper is lower at low crankshaft speeds and higher at high crankshaft speeds. The natural frequency of the torsional damper is dynamically adjustable, so that the natural frequency of the torsional damper is adaptively matched with the crankshaft speed under all working conditions of the engine assembly, and the vibration reduction requirements of the engine assembly under all working conditions are met. Furthermore, the crankshaft rotation generates hydraulic pressure within the lubrication channel to adjust the amount of fluid stored in the damping chamber, eliminating the need for additional control and power supply structures. This simplifies the structure and reduces energy consumption and costs. (2) By dividing the damping chamber into a first damping chamber and a second damping chamber, the hydraulic pressure changes in the first damping chamber and the second damping chamber are opposite, so that it can provide an effective torsional damping effect when the crankshaft rotates forward or backward, and the accuracy is higher. (3) By setting an annular cavity, it can be directly connected to multiple through holes, making the structure simpler. In addition, the lubricating fluid flowing from the second flow channel into one sub-flow channel is diverted to multiple first damping chambers through the annular cavity and multiple through holes, so that the multiple first damping chambers are connected, which facilitates the real-time adjustment of the lubricating fluid in the multiple first damping chambers and ensures that the liquid storage volume in the multiple first damping chambers is approximately the same; the lubricating fluid flowing from the second flow channel into another sub-flow channel is diverted to multiple second damping chambers through the annular cavity and multiple through holes, so that the multiple second damping chambers are connected, which facilitates the real-time adjustment of the lubricating fluid in the multiple second damping chambers and ensures that the liquid storage volume in the multiple second damping chambers is approximately the same, which improves the uniformity of the liquid stiffness of the torsional vibration damper in the circumferential direction and is conducive to improving the torsional vibration damping effect of the torsional vibration damper. (4) The first axial section can penetrate the end face of the end where the mounting part is connected to the crankshaft, which facilitates the connection between the second flow channel and the lubrication flow channel. The first radial section can be directly connected between the first axial section and the first flow channel. The structure is simple and easy to process. By setting the elastic part, it can cooperate with the hydraulic pressure in the lubrication flow channel to adjust the position of the valve core in the first axial section, control the connection area between the third flow channel and the first radial section, and thus control the amount of liquid stored in the damping chamber to match the real-time speed of the crankshaft and improve the torsional damping effect. (5) By setting the second axial section and the second radial section, the lubricant in the second flow channel can be received, and the flow direction of the lubricant can be reversed, making it easier for the lubricant to flow to the first flow channel. By setting the circumferential section, the positional deviation between the second radial section and the first flow channel caused by installation error and machining error can be avoided, playing a positioning compensation role and improving the reliability of the connection between the third flow channel and the first flow channel; (6) By increasing the number of second radial sections, the flow rate between the circumferential section and the second axial section can be increased, thereby ensuring the amount of liquid stored in the damping cavity and the liquid distribution is more uniform. In addition, the cross-sectional area of ​​each second radial section does not need to be too large, avoiding local structural strength being too low and reducing the probability of damage to the valve core. (7) By setting the liquid outlet section, when the crankshaft speed is low, the valve core is reset to near the initial position, and the liquid outlet section is connected to the first flow channel. If there is a lot of residual liquid in the damping chamber at this time, the hydraulic pressure in the damping chamber is large, which can drive the liquid outlet valve to open. The liquid in the damping chamber can flow into the second flow channel through the liquid outlet section until the hydraulic pressure in the damping chamber is reduced to the preset range, and the liquid outlet valve is closed to ensure the sealing of the damping chamber. (8) When the engine starts, the fluid in the damping chamber may be insufficient, and the fluid may not generate enough hydraulic damping force. By setting up damping components, initial buffer damping is provided to avoid collision damage between the wheel hub and the inertia ring. Furthermore, the damping components and the hydraulic fluid in the damping chamber can cooperate with each other to more effectively cope with the relative motion between the wheel hub and the inertia ring, and can also reduce the stress on the damping components and extend their service life. In addition, when there are abnormalities or failures in the hydraulic fluid in the damping chamber, the damping components can play a passive damping role. As a damping redundancy structure, the damping reliability is high. (9) By using a baffle to seal the damping cavity axially, the sealing effect of the damping cavity can be guaranteed, and there is no need to set up a structure on the inertia ring and the hub to seal the damping cavity axially. This reduces the processing difficulty of the inertia ring and the hub and improves production efficiency. In addition, the baffle can fix the relative position of the hub and the inertia ring; (10) The front end of the crankshaft does not need to extend out of the housing, and the engine body does not need to be equipped with an external damping pulley. This eliminates the need for an oil seal between the front end of the crankshaft and the housing, reduces friction loss between the crankshaft and the housing, and reduces the risk of oil leakage. Attached Figure Description

[0029] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0030] Figure 1 This is an exploded view of the torsional vibration damper according to an embodiment of the present invention.

[0031] Figure 2 This is one of the cross-sectional views of the torsional vibration damper according to an embodiment of the present invention.

[0032] Figure 3 This is a second cross-sectional view of the torsional vibration damper according to an embodiment of the present invention.

[0033] Figure 4 This is a cross-sectional view of the torsion mounting component and control component according to an embodiment of the present invention.

[0034] Explanation of reference numerals in the attached figures: 1. Torsional vibration damper; 100. Hub; 101. Divider; 110. Inner ring; 120. First flow channel; 121. Sub-flow channel; 122. Annular cavity; 123. Through hole; 130. First divider; 140. Protrusion; 200. Inertia ring; 210. Outer ring; 220. Second partition; 230. Fourth partition; 300, Vibration damping cavity; 310, First vibration damping cavity; 320, Second vibration damping cavity; 400. Mounting component; 410. Second flow channel; 411. First axial section; 412. First radial section; 420. Mounting post; 500, Control component; 510, Valve core; 511, Mounting groove; 520, Elastic part; 530, Third flow channel; 531, Second axial section; 532, Inlet section; 5321, Second radial section; 5322, Circumferential section; 533, Outlet section; 540, Outlet valve; 600. Damping components; 700, baffle. Detailed Implementation

[0035] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0036] The terms "first," "second," etc., are used for descriptive purposes only and have no sequential or technical meaning, nor should they be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Directional terms used in this application, such as "inner" and "outer," are merely for reference to the orientation shown in the accompanying drawings. The use of directional terms is for better and clearer explanation and understanding of this application, and does not indicate the orientation of the referred device or component in a practical application scenario.

[0037] In the description of the embodiments of this application, unless otherwise expressly specified and limited, the terms "installation" and "connection" should be interpreted broadly. For example, "connection" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium.

[0038] The terms "parallel" and "perpendicular" are relative to the current technological level, not absolute mathematical definitions. Slight deviations are permissible; approximations of parallelism or perpendicularity are acceptable. For example, "A and B are parallel" means that A and B are parallel or approximately parallel, with the angle between them ranging from 0 to 5 degrees. Similarly, "A and B are perpendicular" means that A and B are perpendicular or approximately perpendicular, with the angle between them ranging from 85 to 95 degrees.

[0039] The following is combined Figures 1 to 4 The following describes embodiments of the present invention.

[0040] According to an embodiment of the present invention, a torsional vibration damper 1 is provided, the torsional vibration damper 1 including a hub 100, an inertia ring 200, a mounting component 400 and a control component 500.

[0041] The hub 100 includes an inner ring portion 110 having a first flow channel 120. The inertia ring 200 includes an outer ring portion 210 fitted onto the inner ring portion 110. The outer ring portion 210 and the inner ring portion 110 define a damping cavity 300 communicating with the first flow channel 120. The inertia ring 200 and / or the hub 100 include a partition portion 101 located within the damping cavity 300. A mounting member 400 passes through the inner ring portion 110 and is used for connection to the crankshaft of the engine. The mounting member 400 has a second flow channel 410 communicating between the first flow channel 120 and a lubrication flow channel within the crankshaft. The control component 500 is located in the second flow channel 410. The control component 500 adjusts the flow area of ​​the second flow channel 410 according to the hydraulic pressure in the second flow channel 410, so as to adjust the liquid storage in the vibration damping cavity 300.

[0042] For example, the mounting component 400 can be a bolt, which can be fixed to the front end of the crankshaft so that the torsional damper 1 is mounted on the front end of the crankshaft, and the hub 100 rotates synchronously with the crankshaft. A lubricating fluid passage is provided inside the crankshaft, through which the lubricating fluid of the engine assembly can flow; the lubricating fluid can be lubricating oil. The lubricating fluid can flow into the damping chamber 300 through the first flow passage 120 via the second flow passage 410. The control component 500 can be a valve that adjusts its opening according to the pressure, or the control component 500 includes a valve core 510 that can move within the second flow passage 410 to adjust the minimum flow area of ​​the second flow passage 410. Of course, the control component 500 can also be designed as other structures capable of adjusting the flow area of ​​the second flow passage 410 according to hydraulic pressure within the second flow passage 410; no further limitations are imposed here.

[0043] The natural frequency of torsional damper 1 satisfies: Jout represents the moment of inertia of the inertia ring 200, and keq represents the total equivalent stiffness of the torsional damper 1. The total equivalent stiffness of the torsional damper 1 can be adjusted by changing the volume of the damping cavity 300 and by hydraulic pressure. The total equivalent stiffness of the torsional damper 1 is inversely proportional to the volume of the damping cavity 300, and is directly proportional to the square of the effective force-bearing area of ​​the damping cavity 300. Therefore, by adjusting the volume of the damping cavity 300, the natural frequency of the torsional damper 1 can be made to track the ignition excitation frequency of the engine assembly.

[0044] In this embodiment of the invention, a damping cavity 300 is defined between the inner ring portion 110 of the hub 100 and the outer ring portion 210 of the inertia ring 200, and at least one partition portion 101 is provided in the damping cavity 300. The inner ring portion 110 may be connected to at least one partition portion 101, or the outer ring portion 210 may be connected to at least one partition portion 101, or the inner ring portion 110 may be connected to at least one partition portion 101, and the outer ring portion 210 may be connected to at least another partition portion 101. When the crankshaft rotates, the mounting member 400 and the hub... As hub 100 rotates, the relative rotation between hub 100 and inertia ring 200 causes fluid to flow in damping cavity 300. Regardless of whether partition 101 is located on hub 100 or inertia ring 200, fluid damping force is generated between fluid in damping cavity 300 and partition 101. Furthermore, partition 101 on hub 100 also rotates, resulting in greater fluid damping force between partition 101 on hub 100 and fluid in damping cavity 300. This allows the fluid to absorb kinetic energy between hub 100 and inertia ring 200, thus achieving the effect of torsional vibration damping of crankshaft.

[0045] Furthermore, as the crankshaft speed increases, the hydraulic pressure in the lubrication channel increases, leading to an increase in the hydraulic pressure in the second channel 410. Consequently, the flow area of ​​the second channel 410 increases, the amount of fluid stored in the damping cavity 300 increases, the fluid stiffness in the damping cavity 300 increases, and the natural frequency of the torsional damper 1 increases. Conversely, as the crankshaft speed decreases, the hydraulic pressure in the lubrication channel decreases, leading to a decrease in the hydraulic pressure in the second channel 410. Consequently, the flow area of ​​the second channel 410 decreases, the amount of fluid stored in the damping cavity 300 decreases, the fluid stiffness in the damper decreases, and the natural frequency of the torsional damper 1 decreases. In other words, the amount of fluid stored in the damping cavity 300 is positively correlated with the crankshaft speed, resulting in a lower total equivalent stiffness of the torsional damper 1 at low crankshaft speeds and a higher total equivalent stiffness at high crankshaft speeds. The natural frequency of the torsional damper 1 is dynamically adjustable, enabling adaptive matching between the natural frequency of the torsional damper 1 and the crankshaft speed under all operating conditions of the engine assembly, thus meeting the vibration damping requirements of the engine assembly under all operating conditions.

[0046] In addition, the crankshaft rotation causes the hydraulic adjustment of the damping chamber 300 within the lubrication channel, eliminating the need for additional control and power supply structures. This simplifies the structure and reduces energy consumption and costs.

[0047] In some implementations, such as Figure 3 As shown, there are multiple partitions 101, each including at least one first partition 130 and at least one second partition 220. The first partition 130 is connected to the inner ring portion 110, and the second partition 220 is connected to the outer ring portion 210. The first partition 130 and the second partition 220 are spaced apart circumferentially along the torsional vibration damper 1 to divide the damping cavity 300 into a first damping cavity 310 and a second damping cavity 320. The volume changes of the first damping cavity 310 and the second damping cavity 320 are negatively correlated. That is, when the volume of the first damping cavity 310 increases, the volume of the second damping cavity 320 decreases, and when the volume of the first damping cavity 310 decreases, the volume of the second damping cavity 320 increases.

[0048] The first flow channel 120 includes two sub-flow channels 121, which are spaced apart along the axial direction of the inner ring portion 110. Each sub-flow channel 121 is connected to the second flow channel 410. One sub-flow channel 121 is connected to the first damping cavity 310, and the other sub-flow channel 121 is connected to the second damping cavity 320.

[0049] It should be noted that, for ease of understanding of the technical solution of this application, in Figure 3 In the diagram, red arrows indicate the flow path of the liquid flowing into the first damping chamber 310, and blue arrows indicate the flow path of the liquid flowing into the second damping chamber 320.

[0050] For example, when the hub 100 rotates relative to the inertia ring 200 in the first direction, the volume of the first damping cavity 310 increases, the volume of the second damping cavity 320 decreases, the hydraulic pressure in the first damping cavity 310 decreases, and the hydraulic pressure in the second damping cavity 320 increases, thus suppressing the hub 100 from rotating in the first direction; when the hub 100 rotates relative to the inertia ring 200 in the second direction, the volume of the first damping cavity 310 decreases, the volume of the second damping cavity 320 increases, the hydraulic pressure in the first damping cavity 310 increases, and the hydraulic pressure in the second damping cavity 320 decreases, thus suppressing the hub 100 from rotating in the second direction, wherein the first direction and the second direction are arranged oppositely along the circumference of the torsional damper 1.

[0051] By dividing the damping cavity 300 into a first damping cavity 310 and a second damping cavity 320, the hydraulic pressure changes in the first damping cavity 310 and the second damping cavity 320 are opposite. That is, when the hydraulic pressure in the first damping cavity 310 increases, the hydraulic pressure in the second damping cavity 320 decreases, and when the hydraulic pressure in the first damping cavity 310 decreases, the hydraulic pressure in the second damping cavity 320 increases. This provides an effective torsional damping effect with higher precision when the crankshaft rotates forward or backward.

[0052] In some implementations, such as Figure 3 As shown, there are at least two first partitions 130 and second partitions 220 to divide the damping cavity 300 into multiple first damping cavities 310 and multiple second damping cavities 320. Each sub-channel 121 includes an annular cavity 122 and multiple through holes 123. The annular cavity 122 extends circumferentially along the inner ring portion 110. The second channel 410 communicates with the annular cavity 122, and the multiple through holes 123 communicate with the annular cavity 122. The multiple through holes 123 of one sub-channel 121 communicate with the multiple first damping cavities 310, and the multiple through holes 123 of another sub-channel 121 communicate with the multiple second damping cavities 320.

[0053] It should be noted that, since the two sub-channels 121 are axially spaced along the inner ring portion 110, in Figure 3 The two sub-channels 121 cannot be seen simultaneously on the cross section shown. In order to facilitate understanding of the technical solution of this application, the position of the other sub-channel 121 is shown by a bold dashed line. It can be seen that the through holes 123 of the two sub-channels 121 are alternately arranged along the circumference of the inner ring portion 110.

[0054] By setting the annular cavity 122 to directly connect with multiple through holes 123, the structure is simplified. Furthermore, the lubricating fluid flowing from the second flow channel 410 into one sub-flow channel 121 is diverted through the annular cavity 122 and multiple through holes 123 to multiple first damping cavities 310, thus connecting the multiple first damping cavities 310. This facilitates real-time adjustment of the lubricating fluid within the multiple first damping cavities 310, ensuring that the fluid volume within each cavity is approximately the same. Similarly, the lubricating fluid flowing from the second flow channel 410 into another sub-flow channel 121 is diverted through the annular cavity 122 and multiple through holes 123 to multiple second damping cavities 320, thus connecting the multiple second damping cavities 320. This also facilitates real-time adjustment of the lubricating fluid within the multiple second damping cavities 320, ensuring that the fluid volume within each cavity is approximately the same. This improves the uniformity of the circumferential fluid stiffness distribution in the torsional damper 1, which is beneficial for improving the torsional damping effect of the torsional damper 1.

[0055] In some implementations, such as Figure 4 As shown, the second flow channel 410 includes a first axial section 411 and a first radial section 412, with the first radial section 412 connecting the first axial section 411 and the first flow channel 120. The control element 500 includes a valve core portion 510 and an elastic portion 520. The valve core portion 510 is movably disposed within the first axial section 411 and has a third flow channel 530 communicating with the first axial section 411. The elastic portion 520 abuts against the valve core portion 510, and the valve core portion 510 moves under the pressure within the first axial section 411 and the elastic force of the elastic portion 520 to adjust the communication area between the third flow channel 530 and the first radial section 412.

[0056] For example, the elastic part 520 can be a spring, the valve core part 510 is provided with a mounting groove 511, the first axial section 411 is provided with a mounting post 420 at the end away from the lubricating fluid passage, one end of the elastic part 520 is sleeved on the mounting post 420, and the other end of the elastic part 520 is inserted into the mounting groove 511.

[0057] When the engine assembly is working, the hydraulic pressure in the lubricating fluid passage is low when the crankshaft speed is low. When the hydraulic pressure in the lubricating fluid passage is less than the elastic force of the elastic part 520, the valve core part 510 remains in the initial position, and no liquid flows into the damping chamber 300. When the crankshaft speed increases, the hydraulic pressure in the lubricating fluid passage increases. When the hydraulic pressure in the lubricating fluid passage is greater than the elastic force of the elastic part 520, the valve core part 510 is displaced and compresses the elastic part 520, so that the third flow channel 530 is connected to the first radial section 412. The lubricating fluid can flow into the damping chamber 300 through the first axial section 411, the third flow channel 530 and the first radial section 412, increasing the amount of liquid stored in the damping chamber 300 and improving the fluid stiffness in the damping chamber 300. Subsequently, if the crankshaft speed continues to increase, the hydraulic pressure in the lubricating fluid passage continues to increase, driving the valve core 510 to continue to the elastic part 520, so that the communication area between the third flow channel 530 and the first radial section 412 continuously increases, the amount of liquid stored in the damping cavity 300 increases, and the fluid stiffness in the damping cavity 300 is improved; if the crankshaft speed decreases, when the hydraulic pressure in the lubricating fluid passage is greater than the elastic force of the elastic part 520, the elastic part 520 drives the valve core 510 to move, so as to reduce the communication area between the third flow channel 530 and the first radial section 412, reduce the amount of liquid stored in the damping cavity 300, until the valve core 510 returns to the initial position, at which time the third flow channel 530 and the first radial section 412 are disconnected.

[0058] The first axial section 411 can penetrate the end face of the mounting part 400 connected to the crankshaft, facilitating the connection between the second flow channel 410 and the lubrication flow channel. The first radial section 412 can directly connect the first axial section 411 and the first flow channel 120, resulting in a simple structure and convenient processing. By providing the elastic part 520, it can cooperate with the hydraulic pressure in the lubrication flow channel to adjust the position of the valve core in the first axial section 411, control the communication area between the third flow channel 530 and the first radial section 412, and thus control the amount of fluid stored in the damping chamber 300 to match the real-time speed of the crankshaft and improve the damping effect.

[0059] In some implementations, such as Figure 4 As shown, the third flow channel 530 includes a second axial section 531 and a liquid inlet section 532. The second axial section 531 is connected to the first axial section 411. The liquid inlet section 532 includes a second radial section 5321 and a circumferential section 5322. The second radial section 5321 is connected between the second axial section 531 and the circumferential section 5322. The circumferential section 5322 is located on the outer circumferential surface of the valve core 510 and extends circumferentially along the valve core 510. The communication area between the circumferential section 5322 and the first radial section 412 is adjustable.

[0060] For example, the circumferential segment 5322 has a larger axial dimension in the mounting member 400 than the second radial segment 5321 has in the mounting member 400, and the circumferential segment 5322 has a axial dimension in the mounting member 400 that is approximately the same as the first radial segment 412 has in the mounting member 400.

[0061] By providing the second axial section 531 and the second radial section 5321, the lubricant in the second flow channel 410 can be received, and the flow direction of the lubricant can be turned by approximately 90°, facilitating the flow of the lubricant to the first flow channel 120. By providing the circumferential section 5322, positional deviations between the second radial section 5321 and the first flow channel 120 caused by installation and machining errors can be avoided, thus playing a positioning compensation role and improving the reliability of the connection between the third flow channel 530 and the first radial section 412.

[0062] Specifically, such as Figure 4 As shown, there are multiple second radial segments 5321, which are spaced apart circumferentially along the valve core 510. By increasing the number of second radial segments 5321, the flow rate between the circumferential segment 5322 and the second axial segment 531 can be increased, thereby ensuring the liquid storage capacity in the damping cavity 300 and making the liquid distribution more uniform. Furthermore, the cross-sectional area of ​​each second radial segment 5321 does not need to be too large, avoiding excessively low local structural strength and reducing the probability of damage to the valve core 510.

[0063] In some implementations, such as Figure 4 As shown, the third flow channel 530 also includes an outlet section 533, which connects the second axial section 531 and the first radial section 412. An outlet valve 540 is provided within the second axial section 531, sealing the outlet section 533. The torsional damper 1 can switch between an inlet state and an outlet state. In the inlet state, the circumferential section 5322 connects to the first radial section 412; in the outlet state, the outlet section 533 connects to the first radial section 412. The opening and closing state of the outlet valve 540 is adjustable according to the hydraulic pressure within the first radial section 412. The outlet valve 540 can be a diaphragm spring. There can be two inlet sections 532 and two outlet sections 533. In the outlet state, the two outlet sections 533 connect to the two sub-flow channels 121 respectively; in the inlet state, the two inlet sections 532 connect to the two sub-flow channels 121 respectively.

[0064] It should be noted that, for ease of understanding of the technical solution of this application, in Figure 4 In the diagram, red arrows indicate the flow path of liquid from the inlet section 532 to the first radial section 412, and blue arrows indicate the flow path of liquid from the first radial section 412 to the outlet section 533.

[0065] During engine assembly operation, when the crankshaft speed increases, the hydraulic pressure in the lubricating fluid passage rises, driving the valve core to move in the second flow channel 410 and compress the elastic part 520, so that the inlet section 532 and the first radial section 412 are connected, and the lubricating fluid flows into the damping chamber 300 through the second axial section 531 and the inlet section 532; when the crankshaft speed decreases, the hydraulic pressure in the lubricating fluid passage decreases, and the elastic part 520 drives the valve core to move in the second flow channel 410 towards the initial position, and the inlet section 532 and the first radial section 412 are gradually disconnected. At this time, some of the lubricating fluid in the damping chamber 300 may not be discharged in time, resulting in a mismatch between the fluid stiffness in the damping chamber 300 and the crankshaft speed. By setting the outlet section 533, when the valve core 510 is reset to near the initial position, the outlet section 533 is connected to the first radial section 412. If the hydraulic pressure in the damping chamber 300 is large, it can drive the outlet valve 540 to open. The liquid in the damping chamber 300 can flow into the second flow channel 410 through the outlet section 533 until the hydraulic pressure in the damping chamber 300 is reduced to a preset range, at which point the outlet valve 540 closes, ensuring the sealing of the damping chamber 300.

[0066] In some implementations, such as Figure 1 and Figure 3 As shown, a damping element 600 is provided between the hub 100 and the inertia ring 200. The damping element 600 can be a rubber pad that provides frictional damping force between the hub 100 and the inertia ring 200. Alternatively, the damping element 600 can be a spring. For example, the hub 100 may include at least one third partition (not shown), located circumferentially between two second partitions 220 of the torsional damper 1. The second partitions 220 are located circumferentially between the first partition 130 and the third partition, with the damping element 600 connected between adjacent second and third partitions. Alternatively, the inertia ring 200 may include at least one fourth partition 230, located circumferentially between two first partitions 130 of the torsional damper 1. The first partitions 130 are located circumferentially between the second and fourth partitions 220, with the damping element 600 connected between adjacent first and fourth partitions 130.

[0067] When the engine starts, the fluid in the damping chamber 300 may be insufficient, resulting in inadequate hydraulic damping force. The damping element 600 provides initial buffer damping, preventing collision damage between the wheel hub 100 and the inertia ring 200. Furthermore, the damping element 600 and the hydraulic fluid within the damping chamber 300 work together to more effectively handle the relative motion between the wheel hub 100 and the inertia ring 200, reducing the stress on the damping element 600 and extending its service life. Additionally, in the event of hydraulic abnormalities or failures within the damping chamber 300, the damping element 600 provides passive damping, serving as a redundant damping structure with high reliability.

[0068] When the damping element 600 is a spring, the torsional damper 1 adopts an all-metal structure without the rubber damping element 600. It is not affected by high temperature or aging, and its damping performance remains stable and undiminished throughout its entire life cycle. It has a compact structure and a long service life.

[0069] The total equivalent stiffness of the torsional vibration damper 1 includes the stiffness of the damping element 600 and the fluid stiffness in the damping cavity 300, satisfying: keq = kspring + koil, where kspring is the stiffness of the damping element 600, koil is the fluid stiffness in the damping cavity 300, the stiffness of the damping element 600 is between 48 N·m / rad and 72 N·m / rad, the fluid stiffness in the damping cavity 300 is adjustable within the range of 50 N·m / rad to 250 N·m / rad, and keq is the total equivalent stiffness of the torsional vibration damper 1, which is adjustable within the range of 8 N·m / rad to 322 N·m / rad.

[0070] The following description, with reference to the accompanying drawings and using the damping element 600 as an example, illustrates the damping process of the torsional vibration damper 1: Four springs, serving as damping elements 600, are installed between the hub 100 and the inertia ring 200. These four springs are located on opposite radial sides of the torsional damper 1. The torsional stiffness of each spring is between 12 N·m / rad and 18 N·m / rad, and the total torsional stiffness of the four springs connected in parallel is between 48 N·m / rad and 72 N·m / rad. The preload torque of each spring is between 2 N·m and 4 N·m, used to eliminate the initial gap between the hub 100 and the inertia ring 200, preventing collisions between them during engine startup and thus avoiding abnormal noise. Under high torsional vibration conditions, the springs also work in conjunction with the liquid damping within the damper to provide combined vibration reduction. The normal operating angular displacement of the springs is between ±1.0° and ±2.5°, and the ultimate angular displacement does not exceed ±3.5°, ensuring that the springs do not coil or undergo plastic deformation throughout the entire operating range of the engine assembly.

[0071] When the crankshaft speed is between 0 r / min and 500 r / min, the hydraulic pressure in the lubricating fluid passage is less than 0.1 MPa. The inlet section 532 is misaligned with the first radial section 412, and the lubricating fluid cannot flow into the first damping chamber 310 and the second damping chamber 320 through the second flow channel 410. The torsional damper 1 mainly uses spring damping, and the spring alone suppresses the torsional vibration caused by the starting impact of the engine assembly. When the crankshaft speed is between 500 r / min and 1200 r / min, the hydraulic pressure in the lubricating fluid passage is between 0.1 MPa and 0.25 MPa. The inlet section 532 is connected to the first radial section 412 and the connection area is small. The fluid storage volume of the first damping chamber 310 and the second damping chamber 320 is controlled to be between 30% and 50% of the total volume. The fluid stiffness in the damping chamber 300 is at a low level. The total equivalent stiffness of the torsional damper 1 is between 98 N·m / rad and 150 N·m / rad, so as to suppress the low-frequency torsional vibration generated by the engine assembly under idling and low-speed conditions. When the crankshaft speed is between 1200 r / min and 3000 r / min, the hydraulic pressure in the lubricating fluid passage is between 0.25 MPa and 0.4 MPa. The connection area between the inlet section 532 and the first radial section 412 increases. The fluid storage volume of the first damping chamber 310 and the second damping chamber 320 is controlled to be between 60% and 85% of the total volume. The fluid stiffness in the damping chamber 300 is at a medium level. The total equivalent stiffness of the torsional damper 1 system is between 150 N·m / rad and 220 N·m / rad to match the torsional vibration excitation frequency of the engine assembly under common operating conditions. When the crankshaft speed is between 3000 r / min and 6000 r / min, the hydraulic pressure in the lubricating fluid passage is between 0.4 MPa and 0.6 MPa. The flow area between the inlet section 532 and the first radial section 412 is close to the maximum, controlling the fluid storage volume of the first damping chamber 310 and the second damping chamber 320 to be close to 100% of the total volume. The fluid stiffness in the damping chamber 300 is at a high level, and the total equivalent stiffness of the torsional damper 1 is between 220 N·m / rad and 322 N·m / rad, suppressing high-frequency torsional vibration of the engine assembly under high-speed conditions.

[0072] When the hydraulic pressure in the lubrication channel is lower than 0.1MPa, the valve core 510 or the elastic part 520 fails, or the fluid channels (including the first flow channel 120, the second flow channel 410, the third flow channel 530 and the lubrication flow channel) are abnormal, the torsional damper 1 can still maintain the basic damping capacity mainly by relying on the spring, so as to avoid excessive torsional vibration that could damage the engine assembly and improve the reliability and durability of the engine assembly.

[0073] In some implementations, such as Figure 1 and Figure 2As shown, the torsional damper 1 also includes two baffles 700, which are sealed on opposite sides of the damping cavity 300 along the axial direction. The inertia ring 200 and the hub 100 are both connected to the baffles 700.

[0074] For example, the baffle 700 and the inertia ring 200 are connected by threaded fasteners, the relative position of the baffle 700 and the inertia ring 200 is fixed, the inner ring portion 110 of the hub 100 is provided with a protrusion 140, the baffle 700 is sleeved on the protrusion 140, and the relative position of the baffle 700 and the hub 100 is fixed.

[0075] By setting baffles 700 to seal the damping cavity 300 on opposite axial sides, the sealing effect of the damping cavity 300 can be guaranteed, and there is no need to set up structures on the inertia ring 200 and the hub 100 to seal the damping cavity 300 axially. This reduces the processing difficulty of the inertia ring 200 and the hub 100 and improves production efficiency. Furthermore, the baffles 700 can fix the relative position of the hub 100 and the inertia ring 200.

[0076] According to an embodiment of the present invention, another aspect provides an engine assembly, which includes an engine body and the aforementioned torsional damper 1. The engine body includes a crankshaft, and a lubrication channel is provided within the crankshaft. A mounting member 400 is connected to the crankshaft, and the lubrication channel communicates with a second channel 410. The engine assembly may be a hybrid engine assembly.

[0077] The engine assembly of this invention, utilizing the aforementioned torsional damper 1, can not only suppress the torsional vibration of the crankshaft, but also dynamically adjust the natural frequency of the torsional damper 1 to meet the vibration reduction requirements of the engine assembly under all operating conditions.

[0078] In some embodiments, the engine body also includes a housing, within which a torsional damper 1 is disposed, and through which a crankshaft passes. For example, the torsional damper 1 is connected to the front end of the crankshaft.

[0079] In this way, the front end of the crankshaft does not need to extend outside the housing, and the engine body does not need to be equipped with an external damping pulley. This eliminates the need for an oil seal between the front end of the crankshaft and the housing, reduces frictional losses between the crankshaft and the housing, and reduces the risk of oil leakage.

[0080] According to an embodiment of the present invention, in another aspect, a vehicle is also provided, the vehicle including the above-described engine assembly.

[0081] The vehicle of this invention utilizes the aforementioned engine assembly to achieve torsional vibration reduction while reducing energy consumption and cost.

[0082] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A torsional vibration damper, characterized in that, include: The hub (100) includes an inner ring (110) having a first flow channel (120). An inertia ring (200) includes an outer ring portion (210) sleeved on an inner ring portion (110). The outer ring portion (210) and the inner ring portion (110) define a damping cavity (300). The damping cavity (300) communicates with the first flow channel (120). The inertia ring (200) and / or the hub (100) include a partition portion (101) located within the damping cavity (300). Mounting member (400) is inserted through the inner ring portion (110). Mounting member (400) is used to connect with the crankshaft of the engine. Mounting member (400) is provided with a second flow channel (410). The second flow channel (410) is used to connect the first flow channel (120) and the lubrication flow channel in the crankshaft. A control element (500) is disposed in the second flow channel (410). The control element (500) adjusts the flow area of ​​the second flow channel (410) according to the hydraulic pressure in the second flow channel (410) to adjust the liquid storage in the damping cavity (300).

2. The torsional vibration damper according to claim 1, characterized in that, The partition (101) is multiple, and the multiple partitions (101) include at least one first partition (130) and at least one second partition (220). The first partition (130) is connected to the inner ring (110), and the second partition (220) is connected to the outer ring (210). The first partition (130) and the second partition (220) are arranged circumferentially to the torsional damper (1) to divide the damping cavity (300) into a first damping cavity (310) and a second damping cavity (320). The volume transformation of the first damping cavity (310) and the second damping cavity (320) is negatively correlated. The first flow channel (120) includes two sub-flow channels (121), which are spaced apart along the axial direction of the inner ring (110). Each sub-flow channel (121) is connected to the second flow channel (410), one sub-flow channel (121) is connected to the first damping cavity (310), and the other sub-flow channel (121) is connected to the second damping cavity (320).

3. The torsional vibration damper according to claim 2, characterized in that, There are at least two of the first partition (130) and the second partition (220) to divide the damping cavity (300) into a plurality of first damping cavities (310) and a plurality of second damping cavities (320). Each of the sub-channels (121) includes an annular cavity (122) and a plurality of vias (123), the annular cavity (122) extending circumferentially along the inner ring portion (110), the second channel (410) communicating with the annular cavity (122), and the plurality of vias (123) communicating with the annular cavity (122); A plurality of the through holes (123) of one of the sub-channels (121) are connected to a plurality of the first damping cavities (310), and a plurality of the through holes (123) of another sub-channel (121) are connected to a plurality of the second damping cavities (320).

4. The torsional vibration damper according to claim 1, characterized in that, The second flow channel (410) includes a first axial section (411) and a first radial section (412), the first radial section (412) being connected between the first axial section (411) and the first flow channel (120); The control element (500) includes: The valve core (510) is movably disposed within the first axial section (411), and the valve core (510) has a third flow channel (530) that communicates with the first axial section (411). The elastic part (520) abuts against the valve core part (510), which moves under the drive of hydraulic pressure in the first axial section (411) and the elastic force of the elastic part (520) to adjust the communication area between the third flow channel (530) and the first radial section (412).

5. The torsional vibration damper according to claim 4, characterized in that, The third flow channel (530) includes: The second axial segment (531) is connected to the first axial segment (411); The liquid inlet section (532) includes a second radial section (5321) and a circumferential section (5322). The second radial section (5321) is connected between the second axial section (531) and the circumferential section (5322). The circumferential section (5322) is located on the outer circumferential surface of the valve core (510). The circumferential section (5322) extends circumferentially along the valve core (510). The communication area between the circumferential section (5322) and the first radial section (412) is adjustable.

6. The torsional vibration damper according to claim 5, characterized in that, There are multiple second radial segments (5321), and the multiple second radial segments (5321) are arranged at circumferential intervals along the valve core (510).

7. The torsional vibration damper according to claim 5, characterized in that, The third flow channel (530) also includes: The liquid outlet section (533) is connected between the second axial section (531) and the first radial section (412). The second axial section (531) is provided with a liquid outlet valve (540), which covers the liquid outlet section (533). The torsional damper (1) is switchable between a liquid inlet state and a liquid outlet state. In the liquid inlet state, the circumferential section (5322) is connected to the first radial section (412). In the liquid outlet state, the liquid outlet section (533) is connected to the first radial section (412). The on / off state of the liquid outlet valve (540) is adjusted according to the hydraulic pressure in the first radial section (412).

8. The torsional vibration damper according to claim 1, characterized in that, A damping element (600) is provided between the hub (100) and the inertia ring (200).

9. The torsional vibration damper according to any one of claims 1-8, characterized in that, The torsional damper (1) further includes: Two baffles (700) are sealed on opposite sides of the vibration damping cavity (300), so the inertia ring (200) and the hub (100) are both connected to the baffles (700).

10. An engine assembly, characterized in that, include: The engine body includes a crankshaft, and the crankshaft is provided with lubrication channels; In any one of claims 1-9, the torsional damper (1) is wherein the mounting member (400) is connected to the crankshaft and the lubrication channel is in communication with the second channel (410).

11. The engine assembly according to claim 10, characterized in that, The engine body also includes: The housing, the torsional damper (1) is disposed inside the housing, and the crankshaft passes through the housing.

12. A vehicle, characterized in that, Includes the engine assembly as described in claim 10.

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