Multi-band torsion damper

Abstract

The utility model discloses a multi-band torsion damper which comprises a driven disc body A, a friction plate A, a damper disc A, a damper spring A, a driven disc hub A, a damping disc A, a damper rivet A and a driven disc rivet spacer bush A. The driven disc hub A is of an annular structure, and a plurality of arc-shaped grooves are formed in the inner side of the driven disc hub A at six equal intervals. A group of shock absorber springs A can penetrate through the interior of each arc-shaped groove; a hollow shaft roller is arranged in the center of the inner side of the shock absorber disc A. Six-equal-part miniature shock absorber springs A are fixedly installed on the peripheral surface of the hollow shaft roller. A plurality of miniature arc-shaped grooves are formed in the edge of the inner side of the shock absorber disc A, and a group of miniature shock absorber springs A can be embedded and placed in each miniature arc-shaped groove. According to the utility model, the tolerance, the wear resistance and the anti-vibration effect are all improved, and the requirements on comfort experience, the requirements on load carrying performance and the requirements on locomotive quality guarantee quality of the current automobile are met.

Description

Technical Field

[0001] The utility model relates to the technical field of parts of new energy vehicles and hybrid vehicles, and in particular to a multi-band torsional vibration damper. Background Art

[0002] In the production and manufacturing process of new energy vehicles and hybrid vehicles, torsional vibration damper is an important component of the vehicle, which is mainly composed of elastic elements and damping elements. The elastic element is used to reduce the torsional stiffness of the head end of the transmission system, thereby reducing a certain order of natural frequency of the torsional system of the transmission system and changing the natural vibration mode of the system so that it can avoid the excitation caused by the main harmonic excitation of the engine torque. The damping element is used to effectively dissipate the vibration energy.

[0003] As the instruction manual Figure 6-7 As shown, the damper spring B of the torsional vibration damper of the prior art automobile is a single-band structure, that is, the damping effect of the primary frequency band torsion, and its tolerance, wear resistance and anti-vibration effect are all average. Nowadays, the requirements for comfort experience, load performance, and motorcycle quality assurance of automobiles are becoming more and more stringent. Therefore, the damper spring B of the torsional vibration damper of the original automobile is a single-band structure and no longer meets the requirements of the development of the automobile industry in today's society. Utility Model Content

[0004] The technical problem to be solved by the utility model is to overcome the defects of the prior art and provide a multi-band torsional vibration damper. When the rotating shaft is driven by an externally connected internal combustion engine or driving device to run at a high speed, the hollow shaft roller has the same angular velocity under the drive of the counterclockwise rotating shaft, so that the six-equally divided micro shock absorber spring A fixedly installed on the surrounding surface of the hollow shaft roller rotates with the same angular velocity. When the automobile clutch is manually controlled and separated, the hollow shaft roller driven by the rotating shaft will transfer kinetic energy to the micro arc groove through the six-equally divided micro shock absorber spring A, and the six-structured six-equally divided micro shock absorber spring A is blocked by the reverse force given by a number of micro arc grooves. After the action, the arc spring primary frequency band torsion shock absorption effect is formed; and because the inner edge of the shock absorber disc A is provided with a number of micro arc grooves, when the car clutch is manually controlled and separated, the shock absorber disc A and the damping disc A are tightly fitted, because the driven disc hub A is a circular ring structure, and there are a number of arc grooves at six equal intervals on the inner side, and each arc groove can pass through a group of shock absorber springs A, the damping disc A and the shock absorber disc A maintain the same angular velocity and rotation direction, and the rotational kinetic energy of the damping disc A is transmitted to the six groups of shock absorber springs A, and when the arc groove provides a blocking effect on the reverse force, the arc spring secondary frequency band torsion shock absorption effect is formed. In summary, its tolerance, wear resistance and anti-vibration effect are all improved, meeting the requirements of today's automobiles in terms of comfort experience, load-bearing performance, and locomotive quality assurance.

[0005] In order to solve the above technical problems, the utility model provides the following technical solutions:

[0006] The utility model multi-band torsional vibration damper comprises a driven disc body A, a friction plate A, a vibration damper disc A, a vibration damper spring A, a driven disc hub A, a damping disc A, a damper rivet A, and a driven disc rivet spacer A.

[0007] The driven hub A is an annular structure, and has a plurality of arc grooves at six equal intervals on the inner side, and each arc groove can pass through a group of the shock absorber springs A; a fan handle is provided between each two adjacent arc grooves;

[0008] A hollow shaft roller is arranged at the center of the inner side of the shock absorber disk A, and a six-equally divided miniature shock absorber spring A is fixedly mounted on the peripheral surface of the hollow shaft roller;

[0009] The inner edge of the shock absorber disk A is provided with a plurality of micro arc grooves, and a group of the micro shock absorber springs A can be embedded and placed inside each of the micro arc grooves.

[0010] As a preferred technical solution of the utility model, the inner center of the hollow shaft roller is connected to a rotating shaft.

[0011] Compared with the prior art, the beneficial effects of the utility model are as follows:

[0012] The utility model: when the rotating shaft is driven by an externally connected internal combustion engine or driving device to run at a high speed, the hollow shaft roller has the same angular velocity under the driving of the counterclockwise rotating shaft, so that the six-equally divided micro shock absorber spring A fixedly installed on the peripheral surface of the hollow shaft roller rotates with the same angular velocity, and when the automobile clutch is manually controlled and separated, the hollow shaft roller driven by the rotating shaft will transfer the kinetic energy to the micro arc groove through the six-equally divided micro shock absorber spring A, and the six-equally divided micro shock absorber spring A is blocked by the reverse force given by a number of micro arc grooves, forming a first-level frequency arc spring. The damping effect of the torsion of the shock absorber disc A is realized because the inner edge of the shock absorber disc A is provided with a number of micro arc grooves. When the car clutch is manually controlled and separated, the shock absorber disc A and the damping disc A are tightly fitted. Because the driven disc hub A is a circular ring structure, and a number of arc grooves are provided at six equal intervals on the inner side, and each arc groove can pass through a group of shock absorber springs A, the damping disc A and the shock absorber disc A maintain the same angular velocity and rotation direction, and the rotational kinetic energy of the damping disc A is transmitted to the six groups of shock absorber springs A. When the arc groove blocks the reverse force, the arc spring has a secondary frequency torsion damping effect. In summary, its tolerance, wear resistance and anti-vibration effect are all improved, forming a multi-stage vibration reduction of the arc spring, which has the effect of large angle variable stiffness and variable damping, meeting the requirements of today's automobiles in terms of comfort experience, load performance, and locomotive quality assurance. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] The accompanying drawings are used to provide a further understanding of the present invention and constitute a part of the specification. Together with the embodiments of the present invention, they are used to explain the present invention and do not constitute a limitation of the present invention. In the accompanying drawings:

[0014] Figure 1 It is a schematic diagram of the overall structure of the utility model;

[0015] Figure 2 This is a schematic diagram of the specific structure of the driven disc hub A of the utility model;

[0016] Figure 3 It is a schematic diagram of the local structural assembly of the utility model;

[0017] Figure 4 It is a schematic diagram of the motion path of the miniature shock absorber spring A when the rotating shaft in the shock absorber disk A rotates counterclockwise;

[0018] Figure 5 It is a schematic diagram of the motion path of the miniature shock absorber spring A when the rotating shaft in the shock absorber disk A rotates clockwise;

[0019] Figure 6 It is one of the prior art schematic diagrams used for reference and comparison;

[0020] Figure 7 This is the second schematic diagram used for reference and comparison of the prior art;

[0021] In the figure:

[0022] 1. Driven disc body A; 2. Friction plate A; 3. Shock absorber disc A; 4. Shock absorber spring A; 5. Driven disc hub A; 6. Damping disc A; 7. Damper rivet A; 8. Driven disc rivet spacer A; 9. Arc groove; 10. Fan handle; 11. Hollow shaft roller; 12. Miniature shock absorber spring A; 13. Miniature arc groove; 14. Rotating shaft.

[0023] 101. Driven disc body B; 102. Friction plate B; 103. Shock absorber disc B; 104. Shock absorber spring B; 105. Driven disc hub B; 106. Damping disc B; 107. Damping rivet B; 108. Driven disc rivet spacer B. DETAILED DESCRIPTION

[0024] The preferred embodiments of the present invention are described below in conjunction with the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0025] Example 1

[0026] like Figure 1-5 As shown, the utility model provides a multi-band torsional vibration damper, including a driven disc body A1, a friction plate A2, a vibration damper disc A3, a vibration damper spring A4, a driven disc hub A5, a damping disc A6, a damper rivet A7, and a driven disc rivet spacer A8. The driven disc hub A5 is an annular structure, and a plurality of arc grooves 9 are provided at six equal intervals on the inner side, and a group of vibration damper springs A4 can pass through the inside of each arc groove 9; a fan handle 10 is provided between each two adjacent arc grooves 9;

[0027] A hollow shaft roller 11 is arranged at the center of the inner side of the shock absorber disc A3, and a six-equally divided miniature shock absorber spring A12 is fixedly mounted on the peripheral surface of the hollow shaft roller 11;

[0028] The inner edge of the damper plate A3 is provided with a plurality of micro arc grooves 13, and a group of micro damper springs A12 can be embedded and placed inside each micro arc groove 13.

[0029] The inner center of the hollow shaft roller 11 is connected to a rotating shaft 14 , which is driven by an externally connected internal combustion engine or driving device to rotate at a high speed.

[0030] Working principle: When the rotating shaft 14 is driven by an external internal combustion engine or driving device to run at high speed, as shown in the attached manual Figure 4 As shown in the instruction manual, Figure 4 It is a schematic diagram of the motion path of the miniature shock absorber spring A12 when the rotating shaft 14 in the shock absorber disk A3 rotates counterclockwise. The hollow shaft roller 11 has the same angular velocity when driven by the rotating shaft 14 rotating counterclockwise, so that the six-equally divided miniature shock absorber spring A12 fixedly installed on the surrounding surface of the hollow shaft roller 11 rotates with the same angular velocity. When the car clutch is manually controlled and separated, the hollow shaft roller 11 driven by the rotating shaft 14 will transfer the kinetic energy to the miniature arc groove 13 through the six-equally divided miniature shock absorber spring A12. After the six-equally divided miniature shock absorber spring A12 is blocked by the reverse force given by a number of miniature arc grooves 13, an arc is formed. The damping effect of the primary frequency band torsion of the arc spring is achieved; and because the inner edge of the damper disc A3 is provided with a plurality of micro arc grooves 13, when the automobile clutch is manually controlled and separated, the damper disc A3 and the damping disc A6 are tightly fitted, because the driven disc hub A5 is an annular structure, and a plurality of arc grooves 9 are provided at six equal intervals on the inner side, and each arc groove 9 can penetrate a group of damper springs A4, the damping disc A6 and the damper disc A3 maintain the same angular velocity and rotation direction, and the rotational kinetic energy of the damping disc A6 is transmitted to the six groups of damper springs A4, and when the arc groove 9 provides a blocking effect on the reverse force, the damping effect of the secondary frequency band torsion of the arc spring is achieved.

[0031] As the instruction manual Figure 5 As shown, Figure 5 It is a schematic diagram of the motion path of the miniature shock absorber spring A12 when the rotating shaft 14 in the shock absorber disk A3 rotates clockwise. Its working principle is the same as described above, so it will not be repeated here.

[0032] In the prior art, as shown in the attached manual Figure 6 As shown, when the driven disk body 101 is not working, it is as shown in the left figure, and when the driven disk body 101 is working, it is as shown in the right figure.

[0033] As the instruction manual Figure 7 As shown, the friction torque exerted on the friction plates 102 on both sides is first transmitted to the driven disc body 101 and the damper disc 103, and then transmitted to the driven disc hub 105 through a plurality of damper springs 104. At this time, the springs of the plurality of damper springs 104 are compressed.

[0034] The working principle of the torsional vibration damper is the buffering effect of the shock absorber spring 104, which greatly reduces the impact on the transmission system; the main components of the traditional torsional vibration damper include torsion springs, dampers and seals. The torsion spring is usually made of metal or rubber materials and has a certain elasticity and softness. When the structure is subjected to external vibration or impact, the torsion spring can absorb and dissipate part of the vibration energy through twisting and deformation. At the same time, the damper consumes the remaining vibration energy through the friction and damping effect of the damping material, thereby playing a shock-absorbing role. The seal is used to prevent dust, moisture and other foreign substances from entering the shock absorber and affecting its normal operation.

[0035] During the operation of the torsion damper, when the structure is subjected to vibration or impact, its torsion spring will begin to twist and deform. The softness of the torsion spring can disperse and buffer the transmission of vibration, reducing the resonance and vibration amplitude of the structure. At the same time, the elasticity of the torsion spring can convert part of the vibration energy into elastic potential energy and store it inside the shock absorber. When the vibration stops or decreases, the torsion spring restores the structure to its original position by releasing the elastic energy, thereby playing a role in stabilization and shock absorption.

[0036] The damper is another important part of the torsional shock absorber. It can consume vibration energy through the friction and damping effect of the damping material, thereby reducing the transmission of vibration. The damper usually adopts two methods: oil pressure damping and air pressure damping.

[0037] Oil pressure damping uses oil to generate friction damping in a closed container, and consumes vibration energy through the viscosity of the damping material. Gas pressure damping consumes vibration energy through the compression and expansion of gas inside the damper, which has a similar shock absorption effect. The selection and setting of the damper can be adjusted according to factors such as the mass of the structure, the vibration frequency and the working environment to achieve the best shock absorption effect. The working principle of the torsional shock absorber can be further understood through the following examples. Taking the automobile shock absorber as an example, when the car is driving on an uneven road, the vibration of the wheel will be transmitted to the car body through the suspension system. At this time, the torsional shock absorber begins to work. The torsion spring on the car body can absorb and disperse part of the vibration energy through torsion and deformation, thereby reducing the resonance and large amplitude of the car body. At the same time, the damper consumes the remaining vibration energy through friction and damping, reduces the transmission of vibration, and provides a more stable and comfortable driving experience. The torsional shock absorber reduces or suppresses the transmission of vibration by torsion and deformation, combined with the friction and damping effect of the damper. By absorbing, storing and consuming vibration energy, torsional vibration dampers can protect structures from discomfort and damage caused by vibration and impact, and improve the stability and durability of structures. In different application fields, torsional vibration dampers can be designed and adjusted according to specific working requirements and environmental conditions to meet different vibration reduction needs. Similarly, in the field of automotive parts technology, torsional vibration dampers are important components in automotive clutches, mainly composed of elastic components and damping components, among which the elastic components are used to reduce the torsional stiffness of the first end of the transmission system, thereby reducing a certain order of natural frequency of the torsional system of the transmission system, and changing the natural vibration mode of the system so that it can avoid the excitation caused by the main harmonic excitation of the engine torque. The damping components are used to effectively dissipate vibration energy, especially for multi-band torsional vibration dampers.

[0038] Finally, it should be noted that the above description is only a preferred embodiment of the utility model and is not intended to limit the utility model. Although the utility model is described in detail with reference to the above embodiments, those skilled in the art can still modify the technical solutions recorded in the above embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

Claims

1. A multi-band torsional vibration damper, comprising a driven disc body A (1), a friction plate A (2), a damper disc A (3), a damper spring A (4), a driven disc hub A (5), a damping disc A (6), a damper rivet A (7), and a driven disc rivet spacer A (8), characterized in that: The driven hub A (5) is an annular structure, and is provided with a plurality of arc-shaped grooves (9) at six equal intervals on the inner side, and each of the arc-shaped grooves (9) can pass through a group of the shock absorber springs A (4); a fan handle (10) is provided between each two adjacent arc-shaped grooves (9); A hollow shaft roller (11) is arranged at the center of the inner side of the shock absorber disk A (3), and a six-equally divided miniature shock absorber spring A (12) is fixedly mounted on the peripheral surface of the hollow shaft roller (11); The inner edge of the shock absorber disk A (3) is provided with a plurality of micro arc grooves (13), and a group of micro shock absorber springs A (12) can be embedded and placed inside each of the micro arc grooves (13).

2. The multi-band torsional vibration damper according to claim 1, characterized in that: The inner center of the hollow shaft roller (11) is connected to a rotating shaft (14).

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