Double-mass flywheel with multi-stage non-linear damping structure
By designing a multi-stage nonlinear vibration reduction structure, combined with arc springs and friction plate assemblies, precise vibration reduction control of the dual-mass flywheel under different working conditions was achieved, solving the problem of insufficient stiffness and damping matching in existing technologies and improving the vibration reduction effect.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- HUBEI TRI RING CLUTCH
- Filing Date
- 2026-04-08
- Publication Date
- 2026-06-09
AI Technical Summary
Existing vibration damping mechanisms for dual-mass flywheels are difficult to achieve precise multi-stage control under different operating conditions. The spring stiffness and damping characteristics are not well matched, and they cannot meet the vibration damping requirements under various operating conditions such as engine start-up, idling, and acceleration.
A multi-stage nonlinear vibration reduction structure is adopted, including a multi-stage elastic buffer mechanism and a damping buffer mechanism. Through the combined design of arc spring and friction plate assembly, the three-stage stiffness change of the arc spring and the dynamic adjustment of the damping value are realized. The motion coupling between the slider and the friction plate realizes the coordinated change of stiffness and damping.
It achieves precise matching of torque-angle characteristics under different operating conditions, avoids resonance risk, improves vibration reduction effect, and meets the vibration reduction requirements of the engine under various operating conditions.
Smart Images
Figure CN122170208A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of vibration reduction technology for power transmission systems, and in particular to a dual-mass flywheel with a multi-stage nonlinear vibration reduction structure. Background Technology
[0002] A dual-mass flywheel is a key component that divides a traditional single-mass flywheel into a primary flywheel and a secondary flywheel, with a damping mechanism placed between them. This damping mechanism is used to attenuate engine torsional vibrations and improve overall vehicle comfort. With the accelerating electrification of automotive powertrains and increasing consumer demands for NVH performance, dual-mass flywheels need to maintain excellent vibration damping performance across a wider range of operating conditions.
[0003] Existing vibration damping mechanisms for dual-mass flywheels typically include spring mechanisms and damping mechanisms. Regarding spring design, traditional solutions often employ single-stiffness arc springs with linear stiffness characteristics, making it difficult to meet the vibration damping requirements under different operating conditions such as engine idling, acceleration, and deceleration. In terms of damping design, conventional solutions use fixed dry friction damping or viscous damping, where the damping value cannot be changed once set. However, in practical applications, high damping is required during engine starting to quickly attenuate impacts, while low damping is needed during normal driving to ensure vibration isolation. Fixed damping cannot achieve optimization across all operating conditions.
[0004] To address the aforementioned issues, existing research has proposed various improvement schemes. However, current technologies still have the following shortcomings: First, nonlinear spring structures often employ simple parallel or series connections of springs, resulting in a single stiffness variation curve that makes multi-segment precise control difficult; second, the coordinated control of spring stiffness and damping characteristics is insufficient, failing to achieve dynamic matching between the two.
[0005] Therefore, a dual-mass flywheel with a multi-stage nonlinear vibration reduction structure is needed to solve the above-mentioned technical problems. Summary of the Invention
[0006] This invention addresses the technical problems existing in the prior art by providing a dual-mass flywheel with a multi-stage nonlinear vibration reduction structure.
[0007] The technical solution of the present invention to solve the above-mentioned technical problems is as follows: a dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, including a primary flywheel and a secondary flywheel, wherein the primary flywheel and the secondary flywheel are coaxially connected by bearings, the primary flywheel includes a primary flywheel housing, and the secondary flywheel includes a secondary sub-wheel housing, wherein the primary flywheel housing and the secondary sub-wheel housing are provided with a multi-stage elastic buffer mechanism and a damping buffer mechanism inside; The multi-stage elastic buffer mechanism includes a sliding cavity, in which multiple arc-shaped springs with different damping coefficients are arranged in order of their damping coefficients. The damping buffer mechanism includes a friction plate assembly and a frosted plate. The friction plate assembly includes a friction plate and an elastic element. The elastic element abuts against the friction plate. One side of the frosted surface of the friction plate abuts against the frosted plate. The contact surface between the frosted plate and the friction plate is arc-shaped. When the frosted plate rotates around the center of the flywheel, the contact pressure between the friction plate and the frosted plate decreases non-linearly.
[0008] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, the primary flywheel housing has a first groove inside, and the secondary flywheel housing has a second groove inside. The first groove and the second groove are correspondingly arranged, and the first groove and the second groove together form a groove cavity. The plurality of arc-shaped springs are all located in the groove cavity.
[0009] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear damping structure, the multi-stage elastic buffer mechanism further includes a slider, which is fixedly mounted on the secondary wheel housing and located within the slide groove cavity.
[0010] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, the plurality of arc springs are respectively a first-stage arc spring, a second-stage arc spring, and a third-stage arc spring. A partition is provided between two adjacent arc springs. The partition is slidably connected to the inner wall of the slide cavity. One end of the third-stage arc spring contacts the slider. One end of the first-stage arc spring is connected to a limit plate. The limit plate is fixedly disposed in the slide cavity.
[0011] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, the slider is fixedly connected to the abrasive plate.
[0012] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear damping structure, the multi-stage elastic buffer mechanism and the damping buffer mechanism are each provided in two sets, and the two sets of multi-stage elastic buffer mechanism and damping buffer mechanism are arranged alternately.
[0013] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, a first connection port is coaxially provided at the center of the primary flywheel housing, and a second connection port is coaxially provided at the center of the secondary flywheel housing. The first connection port and the second connection port are coaxial, and multiple disc springs are provided at the outer ports of both the first connection port and the second connection port.
[0014] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, the friction plate assembly includes a limiting cavity, the limiting cavity is disposed on the primary flywheel housing, a linear spring is disposed in the limiting cavity, and a friction plate is mounted on the end of the linear spring.
[0015] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear damping structure, a guide post is fixed to the side of the friction plate near the linear spring, and the guide post is inserted into the interior of the linear spring.
[0016] Preferably, in the above-mentioned dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, the arc spring adopts a variable pitch design, and the diameter of the spring wire gradually changes along the helical direction; the pitch at both ends of the arc spring is smaller than the pitch in the middle.
[0017] The beneficial effects of this invention are as follows: By combining three springs and using a variable pitch design, a three-segment stiffness variation curve is achieved, which can accurately match the torque-angle characteristics of the engine under different operating conditions, avoiding the resonance risk of a single linear stiffness under specific operating conditions. The damping value of the damping buffer mechanism can dynamically change with the angle of rotation, and the stiffness-damping is optimized in synergy. The motion coupling between spring deformation and damping adjustment is achieved through a slider, so that stiffness and damping change synergistically according to a preset law, solving the problem of independent control and matching difficulties between the two in the prior art. Attached Figure Description
[0018] Figure 1 This is a schematic diagram of the internal structure of the primary flywheel during operation of the present invention; Figure 2 This is a schematic diagram of the internal structure of the secondary flywheel of the present invention; Figure 3 This is a side view of the overall structure of the present invention; Figure 4 This is a schematic diagram of the slider and the frosting sheet. Figure 5 A schematic diagram of the cross-sectional structure of the slider installed inside the slide groove cavity; Figure 6 This is a schematic diagram of the friction plate assembly.
[0019] The attached diagram lists the components represented by each number as follows: 1. Disc spring; 2. Primary flywheel; 21. Primary flywheel housing; 22. First connection port; 23. First positioning shaft; 24. First-stage arc spring; 25. Second-stage arc spring; 26. Third-stage arc spring; 27. Friction plate assembly; 271. Limiting cavity; 272. Linear spring; 273. Friction plate; 274. Guide post; 28. Limiting plate; 29. Partition plate; 210. First slide groove; 3. Secondary flywheel; 31. Secondary flywheel housing; 32. Abrasive plate; 33. Slider; 331. Extension; 34. Second slide groove; 35. Second connection port; 36. Second positioning shaft; 4. Bearing. Detailed Implementation
[0020] The principles and features of the present invention are described below with reference to the accompanying drawings. The examples given are only for explaining the present invention and are not intended to limit the scope of the present invention.
[0021] like Figures 1-6 As shown, a dual-mass flywheel with a multi-stage nonlinear vibration damping structure includes a primary flywheel 2 and a secondary flywheel 3, which are coaxially connected by a bearing 4. The primary flywheel 2 includes a primary flywheel housing 21, and the secondary flywheel 3 includes a secondary sub-wheel housing 31. A first positioning shaft 23 is coaxially arranged inside the primary flywheel housing 21, and a second positioning shaft 36 is coaxially arranged inside the secondary sub-wheel housing 31. The bearing 4 is sleeved on the exterior of both the first positioning shaft 23 and the second positioning shaft 36. The primary flywheel housing 21 and the secondary sub-wheel housing 31 are internally equipped with multi-stage elastic buffer mechanisms and damping buffer mechanisms. A first connection port 22 is coaxially arranged at the center of the primary flywheel housing 21 for connecting to an engine crankshaft. A second connection port 35 is coaxially disposed at the center of the secondary gearbox housing 31. The second connection port 35 is used to connect the gearbox input shaft. The first connection port 22 is coaxial with the second connection port 35. Multiple disc springs 1 are disposed at the outer ports of both the first connection port 22 and the second connection port 35. The disc springs 1 can reduce axial vibration during power transmission. Radial vibration during power transmission is also reduced through a multi-stage elastic buffer mechanism and a damping buffer mechanism.
[0022] The multi-stage elastic buffer mechanism includes a sliding cavity and a slider 33. Multiple arc-shaped springs with different damping coefficients are arranged within the sliding cavity, in order of their damping coefficients. A first sliding groove 210 is formed inside the primary flywheel housing 21, and a second sliding groove 34 is formed inside the secondary wheel housing 31. The first and second sliding grooves 210 and 34 correspond to each other and together form the sliding cavity, within which the multiple arc-shaped springs are located. The slider 33 is fixedly mounted on the secondary wheel housing 31 and is located within the sliding cavity. The multiple arc-shaped springs are designated as a first-stage arc-shaped spring 24, a second-stage arc-shaped spring 25, and a third-stage arc-shaped spring 26. A partition 29 is provided between adjacent arc-shaped springs, and the partition 29 is slidably connected to the inner wall of the sliding cavity. One end of the third-stage arc-shaped spring 26 contacts the slider 33, and one end of the first-stage arc-shaped spring 24 is connected to a limiting plate 28, which is fixedly positioned within the sliding cavity.
[0023] like Figure 1As shown, when the engine runs and drives the primary flywheel housing 21 to rotate clockwise, the arc springs are compressed because the slider 33 is slidably connected to the first groove 210. The first-stage arc spring 24 is a low-stiffness spring, the second-stage arc spring 25 is a medium-stiffness spring, and the third-stage arc spring 26 is a high-stiffness spring. In the initial stage (0°-15°) of relative rotation between the primary and secondary flywheels, only the first-stage arc spring 24 is engaged; in the intermediate stage (15°-30°), the first-stage arc spring 24 and the second-stage arc spring 25 work simultaneously, increasing the combined stiffness; in the large rotation angle stage (30°-45°), all three arc springs are engaged, further increasing the stiffness and forming a three-stage nonlinear stiffness characteristic.
[0024] Furthermore, the curved spring employs a variable pitch design, with the spring wire diameter gradually changing along the helix direction, giving each individual spring a non-linear characteristic. The pitch at both ends of the spring is smaller, while the pitch in the middle is larger. At small compressions, only the ends participate in deformation, resulting in lower stiffness. As the compression increases, the middle part gradually participates in deformation, and the stiffness gradually increases.
[0025] The damping buffer mechanism includes a friction plate assembly 27 and a frosted plate 32. The frosted plate 32 is disposed at the bottom of the slider 33, and the slider 33 is fixedly connected to the frosted plate 32. Specifically, an extension 331 extends from one side of the slider 33 to the outside of the groove cavity, and the extension 331 is fixedly connected to the frosted plate 32. The friction plate assembly 27 includes a friction plate 273 and an elastic element. The elastic element abuts against the friction plate 273, and the frosted surface side of the friction plate 273 abuts against the frosted plate 32. Specifically, the friction plate assembly 27 includes a limiting cavity 271, which is disposed on the primary flywheel housing 21. A linear spring 272 is disposed within the limiting cavity 271, and the friction plate 273 is mounted on the end of the linear spring 272. A guide post 274 is fixed to the side of the friction plate 273 near the linear spring 272, and the guide post 274 is inserted into the interior of the linear spring 272.
[0026] The contact surfaces of the abrasive plate 32 and the friction plate 273 are arc-shaped, and the distance from the side of the abrasive plate 32 closest to the flywheel shaft to the shaft increases clockwise. When the engine runs and drives the primary flywheel housing 21 to rotate clockwise, the linear spring 272 has the greatest compression in the initial stage of relative rotation between the primary and secondary flywheels. As the abrasive plate 32 rotates counterclockwise around the flywheel center, the linear spring 272 gradually extends. Therefore, during this process, the contact pressure between the friction plate 273 and the abrasive plate 32 decreases non-linearly, and the friction between them gradually decreases, resulting in a decrease in the damping coefficient.
[0027] The multi-stage elastic buffer mechanism and the damping buffer mechanism are kinematically coupled through slider 33. Slider 33 is simultaneously connected to the arc spring and the abrasive plate 32, establishing a definite functional relationship between the deformation of the arc spring and the damping adjustment of the damping buffer mechanism. Specifically, when the relative rotation angle increases, the stiffness of the arc spring assembly increases, while the damping value of the damping buffer mechanism decreases, forming a synergistic change law of "increased stiffness - decreased damping" to meet the low damping requirement of high torque conditions.
[0028] Two sets of multi-stage elastic buffer mechanisms and damping buffer mechanisms are provided, and the two sets of multi-stage elastic buffer mechanisms and damping buffer mechanisms are arranged alternately.
[0029] Working principle: When the engine runs and drives the primary flywheel housing 21 to rotate clockwise, in the initial stage of rotation, only the first-stage arc spring 24 is engaged. In the middle stage of rotation, the first-stage arc spring 24 and the second-stage arc spring 25 work simultaneously, increasing the combined stiffness. In the large rotation angle stage, all three arc springs in each group are engaged, further increasing the stiffness and forming a three-stage nonlinear stiffness characteristic. At the same time, in the initial stage of relative rotation between the primary and secondary flywheels, the linear spring 272 has the greatest compression. As the abrasive plate 32 rotates counterclockwise around the center of the flywheel, the linear spring 272 gradually elongates. Therefore, during this process, the contact pressure between the friction plate 273 and the abrasive plate 32 decreases nonlinearly, and the friction between them gradually decreases, resulting in a decrease in the damping coefficient. The multi-stage elastic buffer mechanism and the damping buffer mechanism are motion-coupled through slider 33. When the relative rotation angle increases, the stiffness of the arc spring group increases, while the damping value of the damping buffer mechanism decreases, forming a coordinated change law of "stiffness increase - damping decrease" to meet the low damping requirement of high torque conditions.
[0030] In the description of this invention, it should be understood that the terms "upper," "lower," "left," and "right," etc., indicating orientation or positional relationships based on the orientation or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or a specific orientational structure and operation. Therefore, they should not be construed as limitations on the invention. Furthermore, "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.
[0031] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.
[0032] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.
Claims
1. A dual-mass flywheel with a multi-stage nonlinear vibration reduction structure, characterized in that: It includes a primary flywheel (2) and a secondary flywheel (3), which are coaxially connected by a bearing (4). The primary flywheel (2) includes a primary flywheel housing (21), and the secondary flywheel (3) includes a secondary sub-wheel housing (31). The primary flywheel housing (21) and the secondary sub-wheel housing (31) are provided with a multi-stage elastic buffer mechanism and a damping buffer mechanism inside. The multi-stage elastic buffer mechanism includes a sliding cavity, in which multiple arc-shaped springs with different damping coefficients are arranged in order of their damping coefficients. The damping buffer mechanism includes a friction plate assembly (27) and a frosted plate (32). The friction plate assembly (27) includes a friction plate (273) and an elastic element. The elastic element abuts against the friction plate (273). The frosted surface of the friction plate (273) abuts against the frosted plate (32). The contact surface between the frosted plate (32) and the friction plate (273) is arc-shaped. When the frosted plate (32) rotates around the center of the flywheel, the contact pressure between the friction plate (273) and the frosted plate (32) decreases non-linearly.
2. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 1, characterized in that: The primary flywheel housing (21) has a first groove (210) inside, and the secondary split wheel housing (31) has a second groove (34) inside. The first groove (210) and the second groove (34) are correspondingly arranged, and the first groove (210) and the second groove (34) together form a groove cavity. The multiple arc springs are all located in the groove cavity.
3. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 2, characterized in that: The multi-stage elastic buffer mechanism also includes a slider (33), which is fixedly installed on the secondary wheel housing (31) and is located in the groove cavity.
4. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 3, characterized in that: The multiple arc springs are respectively a first-stage arc spring (24), a second-stage arc spring (25), and a third-stage arc spring (26). A partition (29) is provided between two adjacent arc springs. The partition (29) is slidably connected to the inner wall of the slide cavity. One end of the third-stage arc spring (26) is in contact with the slider (33). One end of the first-stage arc spring (24) is connected to a limiting plate (28). The limiting plate (28) is fixedly installed in the slide cavity.
5. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 3, characterized in that: The slider (33) is fixedly connected to the abrasive plate (32).
6. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 1, characterized in that: The multi-stage elastic buffer mechanism and the damping buffer mechanism are each provided in two sets, and the two sets of the multi-stage elastic buffer mechanism and the damping buffer mechanism are arranged alternately.
7. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 1, characterized in that: The primary flywheel housing (21) is coaxially provided with a first connection port (22) at the center, and the secondary split wheel housing (31) is coaxially provided with a second connection port (35) at the center. The first connection port (22) and the second connection port (35) are coaxial, and multiple disc springs (1) are provided at the outer ports of the first connection port (22) and the second connection port (35).
8. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 1, characterized in that: The friction plate assembly (27) includes a limiting cavity (271), which is disposed on the primary flywheel housing (21). A linear spring (272) is disposed in the limiting cavity (271), and a friction plate (273) is installed at the end of the linear spring (272).
9. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 8, characterized in that: The friction plate (273) is fixed with a guide post (274) on the side near the linear spring (272), and the guide post (274) is inserted into the interior of the linear spring (272).
10. The dual-mass flywheel with a multi-stage nonlinear vibration reduction structure according to claim 1, characterized in that: The arc-shaped spring adopts a variable pitch design, with the spring wire diameter gradually changing along the helical direction; the pitch at both ends of the arc-shaped spring is smaller than the pitch in the middle.