Torsional vibration damping device and power device for an automobile

Abstract

The application provides a torsional vibration damping device and a power device of an automobile, wherein the torsional vibration damping device comprises a damping shell connected with an engine, an internal cavity of the damping shell being capable of containing hydraulic oil, an oil outlet hole being arranged on the damping shell and being in communication with the internal cavity; a driving flange being arranged in the damping shell in a floating and rotatable manner, an oil cavity being arranged in the driving flange and being in communication with the internal cavity, and hydraulic oil being arranged in the oil cavity; a driven rotor being arranged in the oil cavity in a rotatable manner, a first communication hole being arranged on the driven rotor and being in communication with the oil cavity; and a connecting shaft being arranged on the damping shell in a rotatable manner, an oil inlet hole being arranged on a second end of the connecting shaft, and a second communication hole being arranged on a first end of the connecting shaft and being in communication with the oil inlet hole and the oil cavity. The technical scheme of the application effectively solves the problem in the related art that a damper has the same damping effect under small-torque and large-torque working conditions and cannot adapt to different working condition requirements.

Description

Technical Field

[0001] This invention relates to the field of automotive power technology, and more specifically, to a torsional damping device and an automotive power unit. Background Technology

[0002] With the rapid development of the automotive industry, the market share of new energy vehicles is increasing. However, due to unresolved issues with pure electric vehicles, such as range, charging, and performance degradation at high and low temperatures, hybrid vehicles have become the mainstream in the new energy vehicle market.

[0003] In hybrid vehicles, the shock absorbers between the engine and transmission typically use straight-spring torsion-limiting dampers and dual-mass flywheels. For hybrid systems, different operating conditions demand different damper performance: under low-torque conditions such as idling charging and parallel driving, relatively low damping is desired for better vibration isolation; under high-torque conditions such as reversing starts and resonance, higher damping is needed to suppress speed fluctuations in the traditional system. However, once the structural parameters of traditional straight-spring torsion-limiting dampers and dual-mass flywheels are determined, the damper's stiffness and damping characteristics are fixed. For both low and high torque conditions, the damper provides the same damping effect and cannot adapt to different operating requirements. Summary of the Invention

[0004] The main objective of this invention is to provide a torsional damping device and a power unit for automobiles, in order to solve the problem in related technologies that the damper does not provide the same damping effect under both low and high torque conditions and cannot adapt to different operating requirements.

[0005] To achieve the above objectives, according to one aspect of the present invention, a torsional vibration damping device is provided, connected between an engine and a transmission. The torsional vibration damping device includes: a damping housing connected to the engine, an internal cavity of the damping housing capable of storing hydraulic oil, and an oil outlet hole communicating with the internal cavity on the damping housing; a drive flange rotatably and floatingly disposed within the damping housing, the drive flange having an oil chamber communicating with the internal cavity, the oil chamber containing hydraulic oil; a driven rotor rotatably disposed within the oil chamber, the driven rotor having a first communicating hole communicating with the oil chamber; and a connecting shaft rotatably passing through the damping housing, a first end of the connecting shaft being fixedly connected to the driven rotor, a second end of the connecting shaft being connected to the transmission, the second end of the connecting shaft having an oil inlet hole, and the first end of the connecting shaft having a second communicating hole communicating with the oil inlet hole and the oil chamber; wherein, a predetermined distance exists between the center point of the oil chamber and the center point of the drive flange.

[0006] Furthermore, the driven rotor divides the oil chamber into a first chamber and a second chamber, which are connected by a first connecting hole. The first connecting hole includes a first throttling hole and a second throttling hole spaced apart on the driven rotor, and the diameter of the second throttling hole is greater than or equal to the diameter of the first throttling hole.

[0007] Furthermore, a first flow regulating plate and a second flow regulating plate are respectively adjustablely provided at both ends of the first flow regulating plate and / or the second flow regulating plate. When the first flow regulating plate and the second flow regulating plate are adjusted, the flow area of ​​the first flow regulating plate and / or the second flow regulating plate can be changed.

[0008] Furthermore, when the first flow regulating plate and the second flow regulating plate are respectively adjustablely provided at both ends of the first flow regulating plate and the second flow regulating plate, the first flow regulating plate is simultaneously located at the first end of the first flow regulating plate and the first end of the second flow regulating plate, and the second flow regulating plate is simultaneously located at the second end of the first flow regulating plate and the second end of the second flow regulating plate. When the first flow regulating plate and the second flow regulating plate are adjusted, the flow area of ​​the first flow regulating plate and the second flow regulating plate can be changed simultaneously.

[0009] Furthermore, the driven rotor is also provided with a riveting member, which passes through the middle of the first flow regulating plate and the middle of the second flow regulating plate to fix the middle of the first flow regulating plate and the middle of the second flow regulating plate on the driven rotor. The end of the first flow regulating plate away from the riveting member and the end of the second flow regulating plate away from the riveting member are both elastic ends. In the axial direction of the first connecting hole, the elastic end is located outside one end of the first connecting hole, and the end of the elastic end is tilted upward in the direction away from the driven rotor.

[0010] Furthermore, the driven rotor divides the oil chamber into a first chamber and a second chamber, which are connected by a first connecting hole. The torsional vibration damping device also includes a regulating valve disposed within the first connecting hole. The regulating valve includes a valve body fixed within the first connecting hole and a valve stem movably inserted within the valve body. The valve body has a valve cavity connecting the first chamber and the second chamber, and the valve stem is located within the valve cavity. The valve body has a first channel connecting the first chamber and the valve cavity, and a second channel connecting the second chamber and the valve cavity. The flow area of ​​the first channel is smaller than that of the second channel. When the pressure in the second chamber is greater than the pressure in the first chamber, the valve stem moves toward the first channel. When the pressure in the first chamber is greater than the pressure in the second chamber, the valve stem moves toward the second channel.

[0011] Furthermore, a stop ring is provided on the valve stem, and the regulating valve also includes a first elastic element disposed between the first end of the valve body and the stop ring, and a second elastic element disposed between the second end of the valve body and the valve stem. The first elastic element applies a first elastic force to the valve stem toward the second channel, and the second elastic element applies a second elastic force to the valve stem toward the first channel.

[0012] Furthermore, a one-way clutch is fitted on the connecting shaft, which can drive or rotate relative to the drive flange.

[0013] Furthermore, a first limiting member and a second limiting member are spaced apart on the inner wall of the vibration damping housing, and the first limiting member and the second limiting member are arranged opposite to each other. A first stop member and a second stop member are spaced apart on the outer side of the drive flange, and the first stop member and the second stop member are arranged at a 180-degree angle. The torsional vibration damping device also includes a third elastic member and a fourth elastic member. The third elastic member abuts between the first stop member and the second limiting member, and the fourth elastic member abuts between the second stop member and the first limiting member. And / or, a one-way valve connecting the oil inlet and the oil chamber is provided in the second connecting hole.

[0014] According to another aspect of the present invention, a power unit for an automobile is provided, including an engine, a transmission, and a torsional damping device, wherein the torsional damping device is connected between the engine and the transmission, and the torsional damping device is the torsional damping device described above.

[0015] According to the technical solution of this invention, a torsional vibration damping device is connected between an engine and a transmission. The torsional vibration damping device includes: a damping housing, a drive flange, a driven rotor, and a connecting shaft. The damping housing is connected to the engine, and its internal cavity can hold hydraulic oil. The damping housing has an oil outlet hole communicating with the internal cavity. The drive flange is floating and rotatably disposed within the damping housing, and its interior has an oil chamber communicating with the internal cavity, containing hydraulic oil. The driven rotor is rotatably disposed within the oil chamber, and has a first communicating hole communicating with the oil chamber. The connecting shaft rotatably passes through the damping housing, with its first end fixedly connected to the driven rotor and its second end connected to the transmission. The second end of the connecting shaft has an oil inlet hole, and the first end has a second communicating hole connecting the oil inlet hole and the oil chamber. A predetermined distance exists between the center point of the oil chamber and the center point of the drive flange. When the engine drives the vibration damping housing, the power is transmitted from the housing to the driven rotor. Under low-torque conditions such as idling charging, charging while driving, or parallel driving of a hybrid vehicle, the vibration damping housing experiences torque. This torque pushes the drive flange, causing it to float and provide damping. Simultaneously, the drive flange directly transmits the torque to the driven rotor. At this point, there is no relative movement between the drive flange and the driven rotor, and the hydraulic oil within the drive flange does not provide damping to the driven rotor; that is, no additional damping is generated. The driven rotor then transmits the torque to the input shaft of the transmission, completing the torque transfer. Thus, during the transmission of engine torque from the vibration damping housing to the transmission, no additional damping is generated compared to vibration dampers in related technologies, meeting the requirement of providing damping under low-torque conditions. When the power from the transmission is transmitted from the driven rotor to the damping housing, under high torque conditions such as starting and stopping the engine, the torque is transmitted to the driven rotor through the transmission's input shaft. The drive flange and the driven rotor move relative to each other. The driven rotor squeezes the hydraulic oil in the drive flange into the second connecting hole, and then from the second connecting hole into the oil chamber. The hydraulic oil in the drive flange enters from one side of the driven rotor in the oil chamber through the first connecting hole to the other side of the driven rotor in the oil chamber, and then from the oil chamber into the internal cavity, causing the liquid oil in the internal cavity to be discharged from the oil outlet. During this process, the hydraulic oil in the drive flange acts as a damper on the driven rotor, allowing power to be transmitted from the driven rotor to the drive flange. The drive flange can float, and this also acts as a damper on the drive flange, simultaneously transmitting torque to the damping housing. Through the dual damping effects of the hydraulic oil and the floating mechanism, the torque applied by the transmission is significantly attenuated, meeting the requirement for damping under high torque conditions. Thus, the torsional vibration damping device of this application has different damping effects under low torque and high torque conditions, and can adapt to different working conditions.Therefore, the technical solution of this application effectively solves the problem in related technologies that the damper provides the same damping effect under both low and high torque conditions, failing to adapt to different operating requirements. Furthermore, when the engine drives the torsional damping device to resonate, due to the preset distance between the center point of the oil chamber and the center point of the drive flange, the driven rotor is eccentrically positioned within the oil chamber. The hydraulic oil compressed within the oil chamber is located in a larger space. The hydraulic damping torque generated by the hydraulic oil in the oil chamber is proportional to the square of the speed difference between the damping housing and the driven rotor. The greater the fluctuation, the greater the damping generated by the hydraulic oil, thereby suppressing resonance and reducing the possibility of damage to the torsional damping device from impact torque. Attached Figure Description

[0016] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0017] Figure 1 A front-view cross-sectional schematic diagram shows an embodiment of the torsional damping device according to the present invention connected between the engine and the transmission.

[0018] Figure 2 It shows Figure 1 A side-view cross-sectional schematic diagram of a torsional vibration damping device;

[0019] Figure 3 A front-view cross-sectional schematic diagram of a torsional damping device according to an embodiment of the present invention, connected between an engine and a transmission, is shown under low torque conditions.

[0020] Figure 4 It shows Figure 3 A side-view cross-sectional schematic diagram of a torsional vibration damping device under low torque conditions;

[0021] Figure 5 A front-view cross-sectional schematic diagram of a torsional damping device according to an embodiment of the present invention, connected between an engine and a transmission, is shown under high torque conditions.

[0022] Figure 6 It shows Figure 5 A frontal cross-sectional view of the oil flow direction of the torsional vibration damping device under high torque conditions;

[0023] Figure 7 It shows Figure 5 A side-view cross-sectional schematic diagram of a torsional vibration damping device under high torque conditions;

[0024] Figure 8 It shows Figure 5A cross-sectional schematic diagram of the first and second flow regulating plates on the driven rotor of the torsional vibration damping device under high torque conditions;

[0025] Figure 9 It shows Figure 8 A cross-sectional schematic diagram of the regulating valve of the torsional vibration damping device;

[0026] Figure 10 It shows Figure 8 A calculation model diagram of the hydraulic damping torque of a torsional vibration damping device;

[0027] Figure 11 A graph showing the relationship between damping torque and speed difference in an embodiment of the torsional vibration damping device according to the present invention is shown.

[0028] The above figures include the following reference numerals:

[0029] 1. Engine; 2. Transmission;

[0030] 10. Vibration-damping housing; 11. Internal cavity; 12. First limiting component; 13. Second limiting component; 14. Oil outlet;

[0031] 20. Drive flange; 21. Oil chamber; 211. First chamber; 212. Second chamber; 22. First stop; 23. Second stop; 24. Oil discharge hole;

[0032] 31. First flow regulating plate; 32. Second flow regulating plate; 33. Elastic end; 34. Riveting component;

[0033] 40. Driven rotor; 41. First connecting hole; 411. First throttling hole; 412. Second throttling hole;

[0034] 50. Connecting shaft; 51. Oil inlet hole; 52. Second connecting hole;

[0035] 60. Control valve; 61. Valve body; 611. First passage; 612. Second passage; 62. Valve cavity; 63. Valve stem; 631. Stop ring; 632. First end; 633. Second end; 64. First elastic element; 65. Second elastic element;

[0036] 71. Third elastic element; 72. Fourth elastic element; 73. One-way clutch; 74. First arc-shaped guide rail; 75. Second arc-shaped guide rail; 76. Support bearing. Detailed Implementation

[0037] 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, and not all embodiments. The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit the present invention or its application or use. 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.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] Unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the invention. It should also be understood that, for ease of description, the dimensions of the various parts shown in the drawings are not drawn to actual scale. Techniques, methods, and devices known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and devices should be considered part of the specification. In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values. It should be noted that similar reference numerals and letters in the following figures denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0040] like Figures 1 to 7 and Figure 10As shown, this application provides a torsional vibration damping device, an embodiment of which is connected between an engine 1 and a transmission 2. The torsional vibration damping device includes: a damping housing 10, a drive flange 20, a driven rotor 40, and a connecting shaft 50. The damping housing 10 is connected to the engine 1, and the internal cavity 11 of the damping housing 10 can store hydraulic oil. The damping housing 10 is provided with an oil outlet 14 communicating with the internal cavity 11. The drive flange 20 is floating and rotatably disposed within the damping housing 10, and the drive flange 20 is provided with an oil chamber 21 communicating with the internal cavity 11, and the oil chamber 21 is filled with hydraulic oil. The driven rotor 40 is rotatably disposed within the oil chamber 21, and the driven rotor 40 is provided with a first connecting hole 41 communicating with the oil chamber 21. A connecting shaft 50 is rotatably mounted on the vibration damping housing 10. The first end of the connecting shaft 50 is fixedly connected to the driven rotor 40, and the second end is connected to the gearbox 2. An oil inlet hole 51 is provided on the second end of the connecting shaft 50, and a second connecting hole 52 connecting the oil inlet hole 51 and the oil chamber 21 is provided on the first end of the connecting shaft 50. The center point of the oil chamber 21 is at a predetermined distance from the center point of the drive flange 20.

[0041] In the embodiment of the torsional damping device, when the engine 1 drives the damping housing 10 as a power source, the power received by the damping housing 10 is transmitted from itself to the driven rotor 40. Under low torque conditions such as idling charging, driving charging, and parallel driving of a hybrid vehicle, the power received by the damping housing 10 is subject to torque. Under the action of torque, the drive flange 20 is pushed, causing it to float and provide a damping effect. Simultaneously, the drive flange 20 directly transmits the torque to the driven rotor 40. At this time, there is no relative movement between the drive flange 20 and the driven rotor 40, and the hydraulic oil inside the drive flange 20 does not produce a damping effect on the driven rotor 40, i.e., no additional damping is generated. The driven rotor 40 transmits the torque to the input shaft of the gearbox 2 to complete the torque transfer. Thus, as... Figure 3 As shown, during the transmission of engine torque F1 from the damping housing 10 to the gearbox 2, no additional damping is generated compared to the dampers in related technologies, thus meeting the requirement of providing damping effect under low torque conditions. Figure 5As shown, when the power F2 of the gearbox 2 is transmitted from the driven rotor 40 to the damping housing 10, under high torque conditions such as when the towing engine 1 starts or stops, the torque is transmitted to the driven rotor 40 through the input shaft of the gearbox 2. The drive flange 20 moves relative to the driven rotor 40, and the driven rotor 40 squeezes the hydraulic oil in the drive flange 20. This hydraulic oil enters from the oil inlet 51 to the second connecting hole 52, and then enters the oil chamber 21 from the second connecting hole 52. The hydraulic oil in the drive flange 20 enters the oil chamber 21 from one side of the driven rotor 40 through the first connecting hole 41. On the other side of the driven rotor 40, the oil enters from the oil chamber 21 into the internal cavity 11, causing the liquid oil in the internal cavity 11 to be discharged from the oil outlet 14. During this process, the hydraulic oil in the drive flange 20 dampens the driven rotor 40, allowing power to be transmitted from the driven rotor 40 to the drive flange 20. The drive flange 20 can float, further damping the driven rotor 40 and simultaneously transmitting torque to the damping housing 10. Through the dual damping effects of hydraulic oil and floating, the torque applied by the gearbox 2 is significantly reduced, meeting the requirement of damping effect under high torque conditions. Thus, the torsional vibration damping device of this application provides different damping effects under low and high torque conditions, adapting to different operating requirements. Therefore, the technical solution of the embodiment of the torsional vibration damping device effectively solves the problem in related technologies where the damper provides the same damping effect under low and high torque conditions, failing to adapt to different operating requirements. Furthermore, when the engine 1 drives the torsional damping device to resonate, due to the preset distance between the center point of the oil chamber 21 and the center point of the drive flange 20, the driven rotor 40 is eccentrically positioned in the oil chamber 21. The hydraulic oil that is compressed in the oil chamber 21 is located in a larger space. The hydraulic damping torque generated by the hydraulic oil in the oil chamber 21 is proportional to the square of the speed difference between the damping housing 10 and the driven rotor 40. The greater the fluctuation, the greater the damping generated by the hydraulic oil, thereby suppressing resonance and reducing the possibility of the torsional damping device being damaged by impact torque.

[0042] Specifically, the center point of the drive flange 20 is located on the axis of the connecting shaft 50.

[0043] like Figures 1 to 7As shown, the driven rotor 40 divides the oil chamber 21 into a first chamber 211 and a second chamber 212. The first chamber 211 and the second chamber 212 are connected by a first connecting hole 41. The first connecting hole 41 includes a first throttling hole 411 and a second throttling hole 412 spaced apart on the driven rotor 40. The diameter of the second throttling hole 412 is greater than or equal to the diameter of the first throttling hole 411. Under low torque conditions, the arrangement of the second throttling hole 412 and the first throttling hole 411 results in less resistance when the oil in the first chamber 211 and the oil in the second chamber 212 flows into each other. When there is no relative movement between the drive flange 20 and the driven rotor 40, it ensures that the hydraulic oil in the drive flange 20 does not have a damping effect on the driven rotor 40, that is, it ensures that no additional damping is generated. Under high torque conditions, due to the presence of the first throttling orifice 411 and the second throttling orifice 412, the oil can pass through the first connecting hole 41 with greater damping, from the first chamber 211 to the second chamber 212 or vice versa. Since the diameter of the first throttling orifice 411 is smaller, it provides relatively greater hydraulic damping under high torque conditions, while the diameter of the second throttling orifice 412 is larger, and it provides relatively less hydraulic damping under high torque conditions, ensuring good vibration isolation effect without placing an additional burden on the stiffness of the torsional vibration damping device.

[0044] like Figures 3 to 8 As shown, a first flow regulating plate 31 and a second flow regulating plate 32 are adjustablely provided at both ends of the first throttling orifice 411 and / or the second throttling orifice 412, respectively. Adjusting the first flow regulating plate 31 and the second flow regulating plate 32 changes the flow area of ​​the first throttling orifice 411 and / or the second throttling orifice 412. By adjusting the positions of the first flow regulating plate 31 and the second flow regulating plate 32, the oil flow rate through the first throttling orifice 411 and the second throttling orifice 412 can be controlled, achieving dynamic damping adjustment. Under low torque conditions, the first flow regulating plate 31 and the second flow regulating plate 32 can provide greater resistance, preventing the oil in the first chamber 211 and the oil in the second chamber 212 from flowing into each other. There is no relative movement between the drive flange 20 and the driven rotor 40, ensuring that the hydraulic oil in the drive flange 20 does not produce a damping effect on the driven rotor 40, i.e., ensuring that no additional damping is generated. Under high torque conditions, when the oil in the first chamber 211 flows through the first throttling orifice 411 and / or the second throttling orifice 412 into the second chamber 212, both the first flow regulating plate 31 and the second flow regulating plate 32 are squeezed, which can increase hydraulic damping, effectively suppress the speed fluctuation of the driven rotor 40, and protect the engine.

[0045] like Figures 3 to 8As shown, a first flow regulating plate 31 and a second flow regulating plate 32 are adjustablely provided at both ends of the first throttling orifice 411 and the second throttling orifice 412, respectively. The first flow regulating plate 31 is located at the first end of both the first throttling orifice 411 and the first end of both the second throttling orifice 412, and the second flow regulating plate 32 is located at the second end of both the first throttling orifice 411 and the second end of both the second throttling orifice 412. When the first flow regulating plate 31 and the second flow regulating plate 32 are adjusted, the flow area of ​​the first throttling orifice 411 and the second throttling orifice 412 can be changed simultaneously. By simultaneously adjusting the first flow regulating plate 31 and the second flow regulating plate 32, the flow area of ​​the first throttling orifice 411 and the second throttling orifice 412 can be changed synchronously, achieving uniform adjustment of damping characteristics. This ensures a more reasonable distribution of hydraulic damping under different torque conditions, further optimizing NVH (Noise, Vibration, and Harshness) performance and engine protection.

[0046] Specifically, when the oil flows from the first chamber 211 to the second chamber 212, the thrust of the oil pushes the first flow regulating plate 31 towards the first throttling orifice 411, reducing the flow area and thus decreasing the flow rate. If the oil flow rate is higher, the deformation of the first flow regulating plate 31 will be greater, further reducing the flow area and achieving automatic throttling. The same principle applies when the oil flows from the second chamber 212 to the first chamber 211.

[0047] The first flow regulating plate 31 and the second flow regulating plate 32 mentioned above are both preferably arc-shaped elastic plates.

[0048] like Figures 3 to 8 As shown, the driven rotor 40 is also provided with a riveting member 34, which passes through the middle of the first flow regulating plate 31 and the middle of the second flow regulating plate 32 to fix the middle of the first flow regulating plate 31 and the middle of the second flow regulating plate 32 to the driven rotor 40. The end of the first flow regulating plate 31 away from the riveting member 34 and the end of the second flow regulating plate 32 away from the riveting member 34 are both elastic ends 33. In the axial direction of the first connecting hole 41, the elastic end 33 is located outside one end of the first connecting hole 41, and the end of the elastic end 33 is tilted away from the driven rotor 40. The design of the elastic end 33 allows the first flow regulating plate 31 and the second flow regulating plate 32 to deform when the oil pressure in the oil chamber 21 changes, adaptively adjusting the oil flow resistance between the first chamber 211 and the second chamber 212. This adaptability enables the torsional damping device to better adapt to the damping requirements under different torque conditions. Especially under high torque conditions, it can effectively suppress the fluctuation of oil pressure inside the oil chamber 21, thereby suppressing the speed fluctuation of the torsional damping device and protecting the engine from impact.

[0049] like Figures 3 to 9 As shown, the driven rotor 40 divides the oil chamber 21 into a first chamber 211 and a second chamber 212. The first chamber 211 and the second chamber 212 are connected through a first connecting hole 41. The torsional vibration damping device also includes a regulating valve 60 disposed in the first connecting hole 41. The regulating valve 60 includes a valve body 61 fixed in the first connecting hole 41 and a valve stem 63 movably disposed in the valve body 61. The valve body 61 is provided with a valve chamber 62 that connects the first chamber 211 and the second chamber 212. The valve stem 63 is located in the valve chamber 62. Inside, the valve body 61 has a first channel 611 connecting the first chamber 211 and the valve chamber 62, and a second channel 612 connecting the second chamber 212 and the valve chamber 62. The flow area of ​​the first channel 611 is smaller than that of the second channel 612. When the pressure in the second chamber 212 is greater than the pressure in the first chamber 211, the valve stem 63 moves toward the first channel 611; when the pressure in the first chamber 211 is greater than the pressure in the second chamber 212, the valve stem 63 moves toward the second channel 612. The addition of the regulating valve 60, through the bidirectional movement of the valve stem 63 within the oil chamber 21 when the oil pressure is uneven, automatically adjusts the direction and resistance of the fluid flow according to changes in oil pressure. This ensures good vibration isolation under low torque conditions and increases hydraulic damping under high torque conditions, suppressing speed fluctuations and protecting the engine. Meanwhile, due to the different flow areas of the first channel 611 and the second channel 612, the movement of the valve stem 63 can dynamically balance the oil pressure between the first chamber 211 and the second chamber 212, further improving the adaptive capability of the torsional damping device and optimizing the engine's operating performance.

[0050] like Figures 3 to 9 As shown, the valve stem 63 includes a first end 632 facing the first channel 611 and a second end 633 facing the second channel 612. The diameter of the first end 632 is smaller than the diameter of the second end 633. When the pressure in the second chamber 212 is greater than the pressure in the first chamber 211, the first end 632 moves toward the first channel 611; when the pressure in the first chamber 211 is greater than the pressure in the second chamber 212, the second end 633 moves toward the second channel 612. The drive flange 20 is provided with an oil discharge hole 24 connecting the internal cavity 11 and the oil chamber 21. This design, through the asymmetrical design of the valve stem 63, allows the valve stem to adjust the first channel 611 and the second channel 612 with different resistances or openings under different pressure conditions, thereby dynamically regulating the flow of oil from the first chamber 211 to the second chamber 212 or vice versa, thus optimizing the dynamic damping effect.

[0051] Specifically:

[0052] When the pressure in the second chamber 212 is greater than the pressure in the first chamber 211, the smaller-diameter first end 632 moves towards the first channel 611 under pressure. Because the diameter of the first end 632 is smaller, its resistance to adjusting the first channel 611 is relatively larger, thus providing greater hydraulic damping under low torque conditions. This ensures that the oil in the first chamber 211 and the oil in the second chamber 212 do not flow into each other, and that the hydraulic oil in the drive flange 20 does not dampen the driven rotor 40. Therefore, under high torque conditions, the oil flows from the second chamber 212 to the first chamber 211, thereby achieving automatic throttling with greater resistance.

[0053] When the pressure in the first chamber 211 is greater than the pressure in the second chamber 212, the larger-diameter second end 633 moves towards the second channel 612 under pressure. Because the diameter of the second end 633 is larger, its resistance to adjusting the second channel 612 is relatively small. As long as resistance is generated, under low torque conditions, it ensures that the oil in the first chamber 211 and the oil in the second chamber 212 will not flow into each other, ensuring that the hydraulic oil in the drive flange 20 will not have a damping effect on the driven rotor 40. Therefore, under high torque conditions, the resistance of the second channel 612 is relatively small, generating small hydraulic damping, and the oil flows from the first chamber 211 to the second chamber 212, thus achieving automatic, low-resistance throttling. This adaptability allows the torsional vibration damping device to better adapt to the damping requirements under different torque conditions.

[0054] The design of the oil drain hole 24 makes the oil flow path between the oil chamber 21 and the internal cavity 11 more flexible, increasing the fluidity and pressure adjustment capability of the entire hydraulic torsional vibration damping device. Under low torque conditions, the oil flow resistance is small, which helps maintain the pressure balance between the oil chamber 21 and the internal cavity 11, further optimizing the vibration isolation effect. Under high torque conditions, the oil drain hole 24 can assist the oil in achieving rapid pressure balance, avoiding instability of the torsional vibration damping device caused by rapid pressure changes, thereby further enhancing the response speed and damping effect of the torsional vibration damping device under high torque conditions.

[0055] Based on the above design, when the torque conditions between engine 1 and transmission 2 change, the pressure between the first chamber 211 and the second chamber 212 also changes. The valve stem 63, through its asymmetrical design and movement under pressure, can adaptively adjust the resistance to oil flow, achieving automatic adjustment of the dynamic damping effect. Under low torque conditions, it provides less damping, ensuring a smooth power transition between engine 1 and transmission 2, while reducing vibration and improving driving comfort. Under high torque conditions, it provides greater damping, effectively suppressing speed fluctuations in the torsional damping device, protecting the engine from damage by impact torque, and improving NVH performance, ensuring the stability and reliability of the power unit.

[0056] like Figures 3 to 9 As shown, a stop ring 631 is provided on the valve stem 63. The regulating valve 60 also includes a first elastic element 64 disposed between the first end of the valve body 61 and the stop ring 631, and a second elastic element 65 disposed between the second end of the valve body 61 and the valve stem 63. The first elastic element 64 applies a first elastic force to the valve stem 63 towards the second channel 612, and the second elastic element 65 applies a second elastic force to the valve stem 63 towards the first channel 611. The arrangement of the first elastic element 64 and the second elastic element 65 ensures that the valve stem 63 is in a preset position when there is no oil pressure, thereby maintaining the preset pressure distribution inside the oil chamber 21. In addition, the first elastic element 64 and the second elastic element 65 can quickly respond and adjust the position of the valve stem 63 when the oil pressure changes, ensuring the rapid response capability of the regulating valve 60, effectively suppressing oil pressure fluctuations, and responding quickly under both low torque and high torque conditions, thus improving the dynamic damping adjustment performance of the torsional vibration damping device.

[0057] like Figure 3 As shown, a one-way clutch 73 is fitted onto the connecting shaft 50. The connecting shaft 50 can rotate relative to or drive the drive flange 20 via the one-way clutch 73. The addition of the one-way clutch 73 enables the switching of power transmission between the connecting shaft 50 and the drive flange 20. Under low torque conditions, the one-way clutch 73 is locked, and the connecting shaft 50 can drive the drive flange 20 to rotate via the one-way clutch 73, ensuring direct power transmission between the driven rotor 40 and the drive flange 20. There is no relative movement between the drive flange 20 and the driven rotor 40, and the oil in the oil chamber does not produce a damping effect. Without additional hydraulic damping, the driven rotor 40 transmits torque to the input shaft of the gearbox 2 via the splined shaft, completing torque transfer and improving vibration isolation. Under high torque conditions, the one-way clutch 73 is disengaged, and the connecting shaft 50 can rotate relative to the drive flange 20 via the one-way clutch 73, allowing relative movement between the drive flange 20 and the driven rotor 40. Hydraulic damping is generated by the flow of oil in the oil chamber 21, effectively suppressing speed fluctuations in the torsional damping device and protecting the engine. The driven rotor 40 has movable blades that movably abut against the inner wall of the oil chamber 21.

[0058] like Figures 1 to 7As shown, a first limiting member 12 and a second limiting member 13 are spaced apart on the inner wall of the vibration damping housing 10, and the first limiting member 12 and the second limiting member 13 are arranged opposite to each other. A first stop member 22 and a second stop member 23 are spaced apart on the outer side of the drive flange 20. The first stop member 22 and the second stop member 23 are arranged at a 180-degree angle. The torsional vibration damping device also includes a third elastic member 71 and a fourth elastic member 72. The third elastic member 71 abuts between the first stop member 22 and the second limiting member 13, and the fourth elastic member 72 abuts between the second stop member 23 and the first limiting member 12. The cooperation between the first limiting member 12 and the second limiting member 13 and the first stop member 22 and the second stop member 23 restricts the third elastic member 71 and the fourth elastic member 72, thereby limiting the rotation range between the drive flange 20 and the vibration damping housing 10, and avoiding malfunction of the torsional vibration damping device caused by excessive movement. The third elastic element 71 and the fourth elastic element 72 ensure that the drive flange 20 can float under different torque conditions, improving the controllability of the damping effect and the dynamic response capability. Furthermore, a one-way valve connecting the oil inlet 51 and the oil chamber 21 is provided in the second connecting hole 52. The one-way valve design in the second connecting hole 52 ensures that oil can flow from the oil inlet 51 into the oil chamber 21, but generates additional damping in the return path, further enhancing the hydraulic damping effect under high torque conditions and improving the protective performance of the torsional vibration damping device. Both the third elastic element 71 and the fourth elastic element 72 are preferably arc-shaped springs: the arc-shaped springs are arranged inside the guide rail to transmit the torque between the vibration damping housing 10 and the drive flange 20, while also serving a vibration damping function.

[0059] In this embodiment, a first arc-shaped guide rail 74 and a second arc-shaped guide rail 75 are sequentially arranged along the circumference of the inner wall of the vibration damping housing 10. A third elastic element 71 is located within the first arc-shaped guide rail 74, which guides the expansion and contraction of the third elastic element 71. A fourth elastic element 72 is located within the second arc-shaped guide rail 75, which guides the expansion and contraction of the fourth elastic element 72. The vibration damping housing 10 includes a housing body and a support bearing 76 disposed at the opening of the housing body. The support bearing 76 is sleeved on the connecting shaft 50, and the support bearing 76 is provided with an oil outlet hole 14 communicating with the interior cavity 11 and the interior of the gearbox 2. The oil inlet hole 51 communicates with the interior of the gearbox 2 and a second communicating hole 52. Figure 6 As shown, the oil flows through the gearbox into the inlet port 51, then through the second connecting port 52, through the check valve into the oil chamber 21, and out through the drain port 24 into the main internal cavity 11, before returning to the inside of the gearbox through the outlet port 14. The outlet port 14 is preferably an outlet gap.

[0060] In this embodiment, the oil chamber is elliptical, and has an eccentric oil chamber with an elliptical orbit: the connecting shaft 50 is not located at the center of the elliptical orbit, but is offset towards one of the focal points. When the connecting shaft 50 moves in the eccentric oil chamber of the elliptical orbit, the connecting shaft 50 drives the driven rotor to rotate together, resulting in a larger rate of change of oil chamber volume and a greater damping effect than a circular oil chamber. A drive flange is connected in parallel with the eccentric oil chamber of the elliptical orbit: the eccentric oil chamber of the elliptical orbit utilizes the internal space of the drive flange, structurally belonging to a single unit in parallel, and rotates simultaneously. The driven rotor shaft of the eccentric oil chamber of the elliptical orbit with a one-way valve: the connecting shaft 50 inside the eccentric oil chamber of the elliptical orbit is provided with a second connecting hole 52, which can fill the eccentric oil chamber with oil. When the oil chamber is compressed, the one-way valve prevents oil from flowing out from the second connecting hole 52. The connecting shaft 50 of the elliptical track eccentric oil chamber with a one-way clutch: The connecting shaft 50 of the elliptical track eccentric oil chamber is equipped with a one-way clutch, which realizes the engagement or separation of the driven rotor shaft and the drive flange and the eccentric oil chamber as a whole according to the torque transmission direction. Separation realizes disconnection, engagement realizes locking.

[0061] 1. When power is transmitted from the damping housing to the driven rotor, i.e., when the engine is the power source, such as in hybrid vehicles idling charging, driving charging, or parallel-drive vehicles, the following conditions apply: Engine torque is first transmitted to the damping housing of the shock absorber via a flexible flywheel. The damping housing then pushes the arc spring, which deforms and pushes the drive flange. At this point, the one-way clutch is locked, and there is no relative movement between the drive flange and the driven rotor. The torque transmission path is as follows: the drive flange directly transmits the torque to the driven rotor. Since there is no relative movement between the driving and driven rotors, the fluid does not produce a damping effect. The driven rotor then transmits the torque to the gearbox input shaft via a splined shaft, completing the torque transfer. Engine torque and speed fluctuations are transmitted through the arc spring, which, compared to traditional shock absorbers, requires no additional damping, resulting in better vibration reduction.

[0062] 2. When power is transmitted from the driven rotor to the damping housing, such as during engine start-up and shutdown while towing, the following conditions apply: Torque is transmitted to the driven rotor of the damper via the gearbox input shaft. Due to the disengagement of the one-way clutch, the drive flange and the driven rotor move relative to each other, causing the rotor to rotate and compress the oil. The oil flows out through the first connecting hole and the drain hole. The oil flow direction and torque transmission path are as follows: The oil flowing through the first connecting hole and the drain hole generates a damping torque effect, which transmits power from the driven rotor to the drive flange. The drive flange pushes the arc spring, and the arc spring, after deformation, transmits the torque to the damping housing. Since the drive flange and the driven rotor are no longer rigidly connected, the engine start-up and shutdown are smoother due to the attenuation of the hydraulic damping torque through flexible connection, resulting in better NVH performance.

[0063] 3. When the generator resonates, according to the hydraulic chamber structure design, since the hydraulic damping torque T is proportional to the square of the speed difference Δn between the driving and driven rotors, the greater the fluctuation, the greater the damping, thereby suppressing the system's resonance and protecting the system from damage by impact torque. The unit of torque is Nm, and the unit of speed difference is rpm.

[0064] like Figure 10 and Figure 11 As shown, the formula for calculating the hydraulic damping torque is as follows:

[0065] The formula for calculating flow rate Q is:

[0066]

[0067] In the formula, k is a constant coefficient.

[0068] Δn is the speed difference between the vibration damping housing and the driven rotor.

[0069] γ(θ) is the blade length of the driven rotor at angle θ.

[0070] L1 is the minor diameter of the connecting shaft.

[0071] L2 is the major diameter of the driven rotor.

[0072] B is the blade width.

[0073] The formula for calculating hydraulic damping torque is:

[0074]

[0075] In the formula, ρ is the liquid density.

[0076] K is the flow coefficient of the oil.

[0077] A is the area of ​​all first connected holes.

[0078] r is the radius of the driven rotor.

[0079] l1 is the minor diameter of the connecting shaft.

[0080] d y The differential of the blade length of the driven rotor

[0081] Damping torque is directly proportional to the speed difference. When the system is working normally, the damping torque is only a few Nm to a dozen Nm. When the system resonates, the speed difference between the main and driven motors will generally reach 400-800 rpm. With the presence of hydraulic damping torque, the size of the oil chamber, the first connecting hole and the oil discharge port can be designed to generate a damping torque of >150 Nm or even higher, thereby suppressing resonance and avoiding impact.

[0082] The principle of hydraulic damping in a torsional vibration damping device is as follows:

[0083] like Figure 10 and Figure 11 As shown, when the one-way clutch disengages, the drive flange and the driven rotor can rotate relative to each other. Because the oil chamber of the drive flange is designed with an asymmetrical structure, the oil chamber is divided into a first chamber and a second chamber by the driven rotor. Oil is supplied to the first and second chambers through a one-way valve and discharged through the drain hole to achieve dynamic balance. When the first chamber is larger than the second chamber, as the driven rotor rotates counterclockwise from 0 to 180°, the first chamber continuously shrinks while the second chamber continuously expands. The shrinking first chamber compresses the oil, closing the one-way valve at the first chamber. Part of the oil flows out through the drain port, and part flows into the second chamber through the first connecting hole, thus producing a damping effect. When the driven rotor rotates from 180° to 360°, the next cycle begins. The first chamber continuously expands while the second chamber continuously shrinks. The shrinking second chamber compresses the oil, closing the one-way valve at the second chamber. Part of the oil flows out through the drain port, and part flows into the first chamber through the first connecting hole, thus producing a damping effect. The rotation then repeats the above process continuously, thereby continuously generating liquid damping, and the magnitude of the damping torque is proportional to the difference in speed between the driving flange and the driven rotor.

[0084] This application also provides a power unit for an automobile, an embodiment of which includes an engine 1, a transmission 2, and a torsional damping device. The torsional damping device is connected between the engine 1 and the transmission 2, and is the torsional damping device described above. The introduction of this entire torsional damping device provides a dynamic damping control mechanism for the automobile engine. This mechanism can automatically adjust the hydraulic damping effect according to the torque conditions between the engine 1 and the transmission 2. Under low torque conditions, the torsional damping device provides lower damping, optimizing vibration isolation performance and driving comfort. Under high torque conditions, through the components designed above, the torsional damping device can provide higher damping, effectively suppressing speed fluctuations of the torsional damping device, avoiding damage to the engine from impact torque, and improving the engine's NVH performance. This dynamic damping control mechanism makes the engine run more smoothly and reliably when facing complex roads and operating conditions, improving the driving experience and vehicle performance. The automobile power unit can also solve the technical problems addressed by the aforementioned torsional damping device.

[0085] In the description of this invention, it should be understood that "a plurality of" means two or more. Directional terms such as "front, back, up, down, left, right," "horizontal, vertical, horizontal," and "top, bottom" indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are used solely for the convenience of describing the invention and simplifying the description. Unless otherwise stated, these directional terms do not indicate or imply that the device or element referred to must have a specific orientation or be constructed and operated in a specific orientation, and therefore should not be construed as limiting the scope of protection of this invention. The directional terms "inner" and "outer" refer to the inner or outer contours relative to the outline of each component itself.

[0086] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0087] Furthermore, it should be noted that the use of terms such as "first" and "second" to define components is merely for the purpose of distinguishing the corresponding components. Unless otherwise stated, the above terms have no special meaning and therefore should not be construed as limiting the scope of protection of this invention.

[0088] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A torsional vibration damping device, connected between an engine (1) and a gearbox (2), characterized in that, The torsional vibration damping device includes: Vibration damping housing (10), the vibration damping housing (10) is connected to the engine (1), the internal cavity (11) of the vibration damping housing (10) can store hydraulic oil, and the vibration damping housing (10) is provided with an oil outlet (14) communicating with the internal cavity (11); A drive flange (20) is floating and rotatably disposed inside the vibration damping housing (10). The drive flange (20) is provided with an oil chamber (21) communicating with the internal cavity (11). Hydraulic oil is disposed in the oil chamber (21). A driven rotor (40) is rotatably disposed in the oil chamber (21), and the driven rotor (40) is provided with a first communicating hole (41) communicating with the oil chamber (21); A connecting shaft (50) is rotatably mounted on the vibration damping housing (10). The first end of the connecting shaft (50) is fixedly connected to the driven rotor (40), and the second end of the connecting shaft (50) is connected to the gearbox (2). An oil inlet hole (51) is provided on the second end of the connecting shaft (50), and a second connecting hole (52) connecting the oil inlet hole (51) and the oil chamber (21) is provided on the first end of the connecting shaft (50). There is a preset distance between the center point of the oil cavity (21) and the center point of the drive flange (20).

2. The torsional vibration damping device according to claim 1, characterized in that, The driven rotor (40) divides the oil chamber (21) into a first chamber (211) and a second chamber (212). The first chamber (211) and the second chamber (212) are connected through the first connecting hole (41). The first connecting hole (41) includes a first throttling hole (411) and a second throttling hole (412) spaced apart on the driven rotor (40). The diameter of the second throttling hole (412) is greater than or equal to the diameter of the first throttling hole (411).

3. The torsional vibration damping device according to claim 2, characterized in that, The first flow regulating plate (31) and / or the second flow regulating plate (32) are respectively adjustablely provided at both ends of the first flow regulating plate (411) and / or the second flow regulating plate (412). When the first flow regulating plate (31) and the second flow regulating plate (32) are adjusted, the flow area of ​​the first flow regulating plate (411) and / or the second flow regulating plate (412) can be changed.

4. The torsional vibration damping device according to claim 3, characterized in that, When the first flow regulating plate (31) and the second flow regulating plate (32) are respectively adjustablely provided at both ends of the first throttling orifice (411) and the second throttling orifice (412), the first flow regulating plate (31) is simultaneously located at the first end of the first throttling orifice (411) and the first end of the second throttling orifice (412), and the second flow regulating plate (32) is simultaneously located at the second end of the first throttling orifice (411) and the second end of the second throttling orifice (412). When the first flow regulating plate (31) and the second flow regulating plate (32) are adjusted, the flow area of ​​the first throttling orifice (411) and the second throttling orifice (412) can be changed simultaneously.

5. The torsional vibration damping device according to claim 3, characterized in that, The driven rotor (40) is also provided with a riveting member (34), which passes through the middle of the first flow regulating plate (31) and the middle of the second flow regulating plate (32) to fix the middle of the first flow regulating plate (31) and the middle of the second flow regulating plate (32) on the driven rotor (40). The end of the first flow regulating plate (31) away from the riveting member (34) and the end of the second flow regulating plate (32) away from the riveting member (34) are both elastic ends (33). In the axial direction of the first connecting hole (41), the elastic end (33) is located outside one end of the first connecting hole (41), and the end of the elastic end (33) is tilted away from the driven rotor (40).

6. The torsional vibration damping device according to claim 1, characterized in that, The driven rotor (40) divides the oil chamber (21) into a first chamber (211) and a second chamber (212). The first chamber (211) and the second chamber (212) are connected through the first connecting hole (41). The torsional vibration damping device also includes a regulating valve (60) disposed in the first connecting hole (41). The regulating valve (60) includes a valve body (61) fixed in the first connecting hole (41) and a valve stem (63) movably passing through the valve body (61). The valve body (61) is provided with a valve cavity (62) connecting the first chamber (211) and the second chamber (212). The valve stem (63) is located in the valve cavity (62). The valve body (61) is provided with a first channel (611) connecting the first chamber (211) and the valve chamber (62), and the valve body (61) is provided with a second channel (612) connecting the second chamber (212) and the valve chamber (62). The flow area of ​​the first channel (611) is smaller than the flow area of ​​the second channel (612). When the pressure in the second chamber (212) is greater than the pressure in the first chamber (211), the valve stem (63) moves toward the first channel (611). When the pressure in the first chamber (211) is greater than the pressure in the second chamber (212), the valve stem (63) moves toward the second channel (612).

7. The torsional vibration damping device according to claim 6, characterized in that, A stop ring (631) is provided on the valve stem (63). The regulating valve (60) further includes a first elastic element (64) disposed between the first end of the valve body (61) and the stop ring (631) and a second elastic element (65) disposed between the second end of the valve body (61) and the valve stem (63). The first elastic element (64) applies a first elastic force to the valve stem (63) toward the second channel (612), and the second elastic element (65) applies a second elastic force to the valve stem (63) toward the first channel (611).

8. The torsional vibration damping device according to any one of claims 1 to 5, characterized in that, A one-way clutch (73) is fitted on the connecting shaft (50), and the connecting shaft (50) can be driven or rotated relative to the drive flange (20) through the one-way clutch (73).

9. The torsional vibration damping device according to any one of claims 1 to 5, characterized in that, The inner wall of the vibration damping housing (10) is provided with a first limiting member (12) and a second limiting member (13) spaced apart, the first limiting member (12) and the second limiting member (13) being arranged opposite to each other. The outer side of the drive flange (20) is provided with a first stop member (22) and a second stop member (23) spaced apart, the first stop member (22) and the second stop member (23) being arranged at a 180-degree angle. The torsional vibration damping device further includes a third elastic member (71) and a fourth elastic member (72), the third elastic member (71) abutting between the first stop member (22) and the second limiting member (13), and the fourth elastic member (72) abutting between the second stop member (23) and the first limiting member (12); and / or, The second connecting hole (52) is provided with a one-way valve that connects the oil inlet hole (51) and the oil chamber (21).

10. A power unit for an automobile, comprising an engine (1), a transmission (2), and a torsional damping device, the torsional damping device being connected between the engine (1) and the transmission (2), characterized in that, The torsional vibration damping device is the torsional vibration damping device according to any one of claims 1 to 9.

Images