Torsion-limiting shock absorber

Abstract

The utility model relates to a torsion limiting shock absorber which is used for a hybrid power vehicle, and the torsion limiting shock absorber (100, 200) comprises a flexible disc (2), a torque limiter, a damper and a disc hub (17) which are sequentially connected in a torque transmission mode in the torque transmission direction from the internal combustion engine side to the transmission side of the hybrid power vehicle. The torque limiter includes a friction element, a friction element support supporting the friction element, and a friction counterpart. The damper comprises a first side plate (9), a first flange (13), a second flange (14), a second side plate (10), a damping coil spring (15) and a damping diaphragm spring (16), wherein the first side plate (9), the first flange (13), the second flange (14) and the second side plate (10) are sequentially arranged from the internal combustion engine side to the transmission side in the axial direction. The second flange (14) is connected in a torque-transmitting manner to the disc hub (17) in one torque-transmitting direction, and the disc hub (17) is connected in a torque-transmitting manner to the first flange (13) in the other torque-transmitting direction.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and particularly to an integrated torque limiting damper for hybrid vehicles. Background Art

[0002] In current hybrid vehicles, a single-mass flywheel and a torque-limiting vibration damper are required between the internal combustion engine and the hybrid-specific transmission.

[0003] In most existing designs, a single-mass flywheel is connected to the internal combustion engine's crankshaft via crankshaft bolts, a torque-limiting damper is bolted to the single-mass flywheel, and the transmission input shaft is splined to the torque-limiting damper. However, when assembling the powertrain, it's obvious that the single-mass flywheel must first be mounted on the internal combustion engine crankshaft, followed by the torque-limiting damper, and finally the transmission and engine are combined. Consequently, these designs involve numerous assembly steps and high assembly costs.

[0004] Currently, there is also an integrated design scheme that integrates a single-mass flywheel with a torque-limiting vibration damper. For example, Chinese patent document CN218844983U discloses a flywheel torque-limiting vibration damper. However, in this scheme, on the one hand, when installing the flywheel torque-limiting vibration damper assembly, it is necessary to remove the retaining ring and the spline hub to leave the corresponding space so that the flexible disk can be installed on the crankshaft of the internal combustion engine. The disassembly and assembly method is relatively cumbersome. On the other hand, the position structure of the torque limiter lacks radial limitation. Therefore, when an impact torque occurs, such as when a cylinder of the internal combustion engine misfires, the impact vibration will cause the dynamic imbalance of the shock absorber to increase, and first-order eccentric noise will be generated under parking and charging conditions.

[0005] Furthermore, there is currently a need to provide an integrated torsion damper with a smaller axial dimension. Utility Model Content

[0006] Therefore, the present invention aims to provide a torque limiting damper that is improved over existing solutions. Preferably, the torque limiting damper is constructed as an integrated torque limiting damper with a smaller axial dimension. More preferably, the torque limiting damper is easy to install and remove from the internal combustion engine crankshaft, and the torque limiting structure in the torque limiting damper has a stronger ability to resist impact.

[0007] According to the present invention, the above object is achieved through an integrated torsion-limiting vibration damper.

[0008] The torque-limiting shock absorber includes: a flexible disk, a torque limiter, a damper, and a disk hub, which are connected in sequence in the torque transmission direction from the internal combustion engine side to the transmission side of the hybrid vehicle in a torque-transmitting manner. The torque limiter includes a friction element, a friction element support for supporting the friction element, and a friction mating member. Among them, the friction element and the friction mating member form a friction pair to limit torque. The damper includes: a first side plate, a first flange, a second flange, and a second side plate arranged in sequence along the axial direction from the internal combustion engine side to the transmission side. And the damper further includes: a damping coil spring and a damping diaphragm spring. Among them, the first side plate and the second side plate are fixedly connected to each other. Among them, the first side plate and the second side plate are connected to the first flange in a torque-transmitting manner in one torque transmission direction, and the second flange is connected to the first side plate and the second side plate in a torque-transmitting manner in the other torque transmission direction. Among them, the damping coil spring is elastically tensioned between the first flange and the second flange in the circumferential or tangential direction of the elastic action direction. Among them, the damping diaphragm spring is elastically tensioned between the second flange and the second side plate in the axial direction of its elastic action direction. The second flange is connected to the disk hub in the above-mentioned one torque transmission direction in a torque-transmitting manner, and the disk hub is connected to the first flange in the above-mentioned other torque transmission direction in a torque-transmitting manner.

[0009] The torque-limiting shock absorber provided herein includes a flexible disk, a torque limiter, a damper, and a disk hub. Along the torque transmission direction from the internal combustion engine side to the transmission side of the hybrid vehicle, the flexible disk, the torque limiter, the damper, and the disk hub are arranged in sequence. It should be noted here that only the structure and connection relationship of the functional components in the torque-limiting shock absorber are described herein in the torque transmission direction of the internal combustion engine output torque, but it does not limit that the torque-limiting shock absorber can only transmit torque in the direction from the internal combustion engine side to the transmission side. According to the integrated torque-limiting shock absorber provided herein, it can also transmit torque in the direction from the transmission side to the internal combustion engine side.

[0010] The flexible disk, the torque limiter, the damper, and the disk hub are arranged substantially coaxial with the rotation axis. Within the scope of this article, unless otherwise specified, the terms "axial", "radial", "circumferential", and "tangential" are all defined based on the common rotation axis of the flexible disk, the torque limiter, the damper, and the disk hub.

[0011] In addition, it should be noted that the flexible disk, the torque limiter, and the damper are only divided functionally and cannot be understood as a strict structural demarcation. In some embodiments, the components in the torque-limiting shock absorber can belong to two or three of the flexible disk, the torque limiter, and the damper at the same time.

[0012] The flexible disk can be connected to the internal combustion engine here. Preferably, the flexible disk is connected to a component of the internal combustion engine, such as a crankshaft flange, by means of a connecting member. The flexible disk can be used as a flywheel here. If necessary, a mass can also be added at the flexible disk.

[0013] The torque limiter includes a friction element, a friction element support, and a friction mating part. The friction element and the friction mating part form a friction pair, so that the torque limiter transmits torque in a way that limits the torque magnitude. Here, one end of the friction pair of the torque limiter is formed by a flexible disk or is non-rotatably connected to the flexible disk; the other end of the friction pair of the torque limiter is formed by a component of the damper or is non-rotatably connected to a component of the damper. Here, "non-rotatably connected" means a connection that enables no relative rotation between two components and thus can transmit torque. Here, it is not specified whether the two components connected non-rotatably can move axially relative to each other along the axis of rotation.

[0014] The damper includes at least a damping helical spring and a damping diaphragm spring as damping elements, so that the damper can reduce torsional vibration or torsional shock in the torque transmitted between the internal combustion engine and the transmission. Preferably, the damping diaphragm spring is arranged radially inside the damping helical spring. Here, when the torque is transmitted from the internal combustion engine side to the transmission side, the torque is transmitted from the first side plate and the second side plate to the first flange, then via the damping helical spring to the second flange, and subsequently the torque is transmitted from the second flange to the disk hub; when the torque is transmitted from the transmission side to the internal combustion engine side, the disk hub can transmit the torque to the first flange, and then to the first side plate and the second side plate. The damper provided here is particularly configured as a double-flange damper with an asymmetric damping structure, thereby providing asymmetric damping characteristics in two torque transmission directions between the internal combustion engine and the transmission. Especially in the working condition of frequent starting of the vehicle, the torque limiting and vibration damping device as a whole exhibits good NVH performance. Specifically, when the internal combustion engine is running at high speed, the damper with a double-flange design provides less dynamic damping and better vibration isolation performance during acceleration; while when the internal combustion engine is started by the motor, the damper with a double-flange design can provide greater damping and better NVH performance during starting.

[0015] The disk hub can be connected to the transmission here. Preferably, the disk hub can be non-rotatably connected to the input shaft of the transmission through a spline structure.

[0016] The integrated torque limiting and vibration damping device provided here has a compact structure as a whole, especially with a small axial dimension. Preferably, the damping limiter is arranged radially inside the torque limiter as a whole. Here, the torque limiter and the damper are arranged axially on the transmission side of the flexible disk as a whole. The torque limiting and vibration damping device as a whole can be realized with a smaller number of components, and the integrated design of the torque limiting and vibration damping device can simplify its installation between the internal combustion engine and the transmission, thereby reducing the manufacturing and assembly costs.

[0017] In some preferred embodiments, the flexible disk can be connected to the internal combustion engine by means of a connecting member, and the first side plate, the first flange, the second flange, and the second side plate together form an axial channel through which the connecting member passes. Here, the connecting member is, for example, a crankshaft bolt that can connect the flexible disk to the crankshaft flange of the internal combustion engine. With this embodiment, the connecting member can directly penetrate the integrated torsional damper from the transmission side to the installation position on the internal combustion engine side. The torque-limiting damper can be connected to the internal combustion engine as a pre-assembled whole, without having to be installed in the case of separating individual parts in the torque-limiting damper as in the aforementioned existing solutions. Thus, the installation of the torque-limiting damper is simplified.

[0018] Here, preferably, the torque limiter includes a cover plate. The flexible disk and the cover plate are axially located on both sides of the friction element. The flexible disk and the cover plate are fixedly connected to each other by means of a detachable connecting member at their respective radially outer end regions. Here, the detachable connecting member is, for example, a bolt. In the case where the aforementioned axial channel is blocked due to the slippage of the torque limiter, if it is necessary to disassemble the torque-limiting damper from the internal combustion engine for replacement or repair, the detachable connecting member can be removed first, the cover plate can be taken off, the circumferential positions of the first side plate, the first flange, the second flange, and the second side plate relative to the flexible disk can be adjusted, and then an axial channel for realigning the connecting member, such as the crankshaft bolt, can be provided again. In particular, a convenient solution for disassembling the torque-limiting damper is provided for the case after the torque limiter slips, and this design can be achieved at low cost.

[0019] Here, preferably, the radial distance between the friction element support and the flexible disk or the cover plate is in the range of 0.01 mm to 0.08 mm. Thus, on the premise of not interfering with the possible relative rotation of the friction element support relative to the flexible disk and the cover plate, the radial limit of the friction element support relative to the flexible disk or the cover plate is achieved. Especially during impact, an increase in the dynamic unbalance caused by the radial offset of the torque limiter can be avoided, and the first-order eccentric noise can be avoided.

[0020] In some advantageous embodiments, the friction element support is formed by the first side plate, and the friction mating pairs are respectively formed by the flexible disk and the cover plate. Here, the friction element support forms a friction pair with the flexible disk for the friction element supported on the internal combustion engine side, and the friction element support forms another friction pair with the cover plate for the friction element supported on the transmission side. Thus, the integrated torque-limiting damper can have a smaller number of components, lower cost, and is convenient for assembly. At the same time, a compact structure of the integrated torque-limiting damper, especially in the axial direction, can be achieved.

[0021] In some other advantageous embodiments, the torque limiter further includes a drive disk, a pressure plate, and a torque limiter spring arranged axially in sequence from the internal combustion engine side to the transmission side. The friction element support is formed by the drive disk. The drive disk is axially located between the flexible disk and the pressure plate and is fixedly connected to the first side plate. The friction mating pairs are respectively formed by the flexible disk and the pressure plate. The torque limiter spring is axially tensioned between the pressure plate and the cover plate. Here, both the drive disk and the pressure plate have a basic shape of an annular disk. Here, the friction element support forms a friction pair with the friction element supported on the internal combustion engine side and the flexible disk, and the friction element support forms another friction pair with the friction element supported on the transmission side and the pressure plate. Here, preferably, the torque limiter spring is configured as a diaphragm spring. The torque limiter spring provides an axial force to the pressure plate here to adjust the torque limiting capacity of the torque limiter.

[0022] In some preferred embodiments, the friction element support is provided with receiving holes distributed circumferentially, and friction material blocks serving as friction elements are arranged in the receiving holes. Thereby, the installation and support of the friction elements at the friction element support can be achieved in a low-cost manner.

[0023] Here, preferably, the receiving holes are configured as axial through-holes, and the friction material blocks penetrate the axial through-holes and form friction elements on both axial sides of the friction element support respectively. The friction material blocks are fixed in the axial through-holes by interference fit, for example. Thereby, friction elements can be formed on both axial sides of the friction element support at a lower cost.

[0024] In an alternative embodiment, the friction elements in the form of friction linings can also be installed at the friction element support without receiving holes by means of connecting elements, such as riveting elements, for example.

[0025] In some preferred embodiments, the first side plate and the second side plate are connected to each other by first fasteners distributed circumferentially. Here, preferably, the first fasteners are, for example, rivets, especially square head rivets. Preferably, the first side plate and the second side plate are arranged parallel to each other. Thereby, the first side plate and the second side plate are fixedly connected to each other while maintaining an axial spacing and can transmit torque to each other.

[0026] In some preferred embodiments, second fasteners distributed circumferentially are also fixedly provided at the first side plate and the second side plate. The axial section of the second fastener located between the first side plate and the second side plate can abut against the first flange and can abut against the second flange to transmit torque. Preferably, the second fastener is, for example, a spacer pin, and both ends of the spacer pin can be respectively fixed to the first side plate and the second side plate. Here, when torque is transmitted from the internal combustion engine side to the transmission side, the axial section of the second fastener located between the first side plate and the second side plate can abut against the first flange, so that the torque at the first side plate and the second side plate can be transmitted to the first flange; when torque is transmitted from the transmission side to the internal combustion engine side, the second flange can abut against the axial section of the second fastener located between the first side plate and the second side plate, so that the torque can be transmitted from the second flange to the first side plate and the second side plate.

[0027] In some preferred embodiments, the first flange and the second flange respectively form support portions extending circumferentially or tangentially into both ends of the damping helical spring. By means of the support portions, displacements, particularly in the radial direction, at both ends of the damping helical spring can be defined, thereby minimizing the influence of the damping helical spring under the action of centrifugal force as much as possible. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The features, advantages and technical effects of exemplary embodiments of the present invention will be described below with reference to the drawings.

[0029] Figure 1 A perspective partial cross-sectional view of a torque-limiting vibration damper according to a first embodiment is shown;

[0030] Figure 2 A partial exploded view of a torque-limiting vibration damper according to a first embodiment is shown;

[0031] Figure 3 A partial view of a torque-limiting vibration damper according to a first embodiment at a friction element is shown;

[0032] Figure 4 A perspective partial cross-sectional view of a torque-limiting vibration damper according to a second embodiment is shown. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0033] Figure 1 A perspective partial cross-sectional view of a torque-limiting vibration damper 100 according to a first embodiment is shown; Figure 2 A partial exploded view of a torque-limiting vibration damper 100 according to a first embodiment is shown. The torque-limiting vibration damper 100 according to the first embodiment can be arranged between an internal combustion engine and a dedicated hybrid transmission (DHT) of a hybrid vehicle. Here, in the axial direction of the torque-limiting vibration damper 100, the internal combustion engine side corresponds to Figure 1 the left side of the view shown and Figure 2 the lower side of the view shown, and the transmission side corresponds toFigure 1 on the right side of the shown view and Figure 2 on the upper side of the shown view.

[0034] As Figure 1 and Figure 2 shown, the torque-limiting damper 100 includes a flexible disk 2, a torque limiter, a damper, and a disk hub 17 that are sequentially connected in a torque-transmitting manner along the torque transmission direction from the internal combustion engine side to the transmission side.

[0035] The flexible disk 2 can be connected to a crankshaft flange (not shown) of the internal combustion engine by means of a crankshaft bolt 1 here.

[0036] The torque limiter includes a friction element 6a, a friction element support, and a friction mating member.

[0037] As Figure 1 and Figure 2 shown, the torque limiter includes a cover plate 3. The flexible disk 2 and the cover plate 3 are fixedly connected to each other at their respective radially outer end regions by means of a detachable connecting member 4. In this embodiment, the detachable connecting member is a bolt 4.

[0038] Figure 3 A partial view of the torque-limiting damper 100 according to the first embodiment at the friction element 6a is shown. Referring to Figures 1 to 3 , the friction element support is formed by a first side plate 9. The first side plate 9 is provided with axially penetrating receiving holes distributed circumferentially, and friction material blocks 6a are arranged in the receiving holes. The friction material blocks 6a penetrate the axially penetrating receiving holes here and form friction elements on both axial sides of the first side plate 9 respectively. In this embodiment, the friction mating members are formed by the flexible disk 2 and the cover plate 3 respectively. Here, the friction element formed on the internal combustion engine side of the first side plate 9 and the flexible disk 2 form a pair of friction pairs, and the friction element formed on the transmission side of the first side plate 9 and the cover plate 3 form another pair of friction pairs, so that the torque limiter transmits torque in a manner of limiting the torque magnitude. Here, the integrated torque-limiting damper can have a smaller number of components, lower cost and is convenient for assembly. At the same time, it is possible to achieve a compact structure of the integrated torque-limiting damper as a whole in the axial direction.

[0039] In this embodiment, the radial distance of the first side plate 9 relative to the flexible disk 2 and the cover plate 3 is in the range of 0.01 mm to 0.08 mm. Thus, on the premise of not interfering with the possible relative rotation of the first side plate 9 relative to the flexible disk 2 and the cover plate 3, radial positioning of the first side plate 9 relative to the flexible disk 2 or the cover plate 3 is achieved. Especially when an impact occurs, it is possible to avoid an increase in the dynamic unbalance caused by the radial offset of the torque limiter and avoid the occurrence of first-order eccentric noise.

[0040] As Figure 1 and Figure 2As shown, the damper includes a first side plate 9, a first flange 13, a second flange 14, and a second side plate 10 arranged in sequence along the axial direction from the internal combustion engine side to the transmission side, and further includes a damping coil spring 15 and a damping diaphragm spring 16.

[0041] The first side plate 9 and the second side plate 10 are arranged parallel to each other and fixedly connected to each other. The first side plate 9 and the second side plate 10 are connected to each other by first fasteners 11 distributed circumferentially. The first fasteners 11 are square head rivets 11 in this embodiment.

[0042] Second fasteners 12 are provided at the first side plate 9 and the second side plate 10 and are distributed circumferentially. The second fasteners 12 are spacer pins in this embodiment. Both ends of the spacer pin can be fixed to the first side plate 9 and the second side plate 10 respectively. The axial section of the spacer pin located between the first side plate 9 and the second side plate 10 can abut against the first flange 13 and can also abut against the second flange 14 to transmit torque. Specifically, when the torque is transmitted from the internal combustion engine side to the transmission side, the axial section of the second fastener, i.e., the spacer pin 12, located between the first side plate 9 and the second side plate 10 can abut against the first flange 13, so that the torque at the first side plate 9 and the second side plate 10 can be transmitted to the first flange 13; when the torque is transmitted from the transmission side to the internal combustion engine side, the second flange 14 can abut against the axial section of the spacer pin 12 located between the first side plate 9 and the second side plate 10, so that the torque can be transmitted from the second flange 14 to the first side plate 9 and the second side plate 10.

[0043] The damping coil spring 15 is tensioned between the first flange 13 and the second flange 14 in the circumferential or tangential direction with respect to the elastic action direction. The first flange 13 and the second flange 14 respectively form support portions (not shown) extending into both ends of the damping coil spring 15 in the circumferential or tangential direction. Here, a plurality of damping coil springs distributed circumferentially are all provided with the above-mentioned support portions. By means of the support portions, the displacement of the two ends of the damping coil spring, especially in the radial direction, can be limited, thereby minimizing the influence of the damping coil spring 15 under the action of centrifugal force as much as possible.

[0044] The damping diaphragm spring 16 is tensioned between the second flange 14 and the second side plate 10 in the axial direction with respect to its elastic action direction. The damping diaphragm spring 16 is arranged radially inside the damping coil spring 15 in this embodiment. In this embodiment, hook portions distributed circumferentially are provided on the radial outer side of the damping diaphragm spring 16, and these hook portions can be clamped in the hollow portions of the second side plate 10, thereby defining the radial position of the damping diaphragm spring 16.

[0045] In this embodiment, the damper further includes another damping element arranged axially between the first flange 13 and the second flange 14, and this damping element can be a plastic sheet.

[0046] The damper reduces torsional vibrations or torsional shocks in the torque transmitted between the internal combustion engine and the transmission by means of a damping coil spring 15, a damping diaphragm spring 16, and the above-mentioned additional damping elements.

[0047] The second flange 14 and the disk hub 17 are connected in a torque-transmitting manner in the above-mentioned one torque transmission direction, and the disk hub 17 and the first flange 13 are connected in a torque-transmitting manner in the above-mentioned other torque transmission direction. Here, when the torque is transmitted from the internal combustion engine side to the transmission side, the second flange 14 can transmit the torque to the disk hub 17; when the torque is transmitted from the transmission side to the internal combustion engine side, the disk hub 17 can transmit the torque to the first flange 13.

[0048] The disk hub 17 can be non-rotatably connected to the input shaft (not shown) of the transmission by means of a spline structure here.

[0049] The damper provided here is particularly constructed as a double-flange damper with an asymmetric damping structure, thereby providing asymmetric damping characteristics in two torque transmission directions between the internal combustion engine and the transmission. Especially in the working condition where the vehicle starts frequently, the torque-limiting vibration damper as a whole exhibits good NVH performance. Specifically, when the internal combustion engine is running at high speed, the damper with a double-flange design provides less dynamic damping, and the vibration isolation during acceleration is better; while when the internal combustion engine is started by the motor, the damper with a double-flange design can provide greater damping, and the NVH performance during starting is better.

[0050] According to this embodiment, the first side plate 9, the first flange 13, the second flange 14, and the second side plate 10 together form an axial channel 18 for the connecting member 1 to pass through. Thereby, the crankshaft bolt 1 can directly penetrate the integrated torsional vibration damper from the transmission side to reach the installation position on the internal combustion engine side, and the torque-limiting vibration damper can be connected to the internal combustion engine as a pre-assembled whole, without having to be installed in the case of separating individual parts in the torque-limiting vibration damper as in the previous existing solutions. Thus, the installation of the torque-limiting vibration damper is simplified. In addition, in the case where the aforementioned axial channel 18 is blocked due to the slipping of the torque limiter, if it is necessary to disassemble the torque-limiting vibration damper from the internal combustion engine for replacement or repair, the bolt 4 can be removed first, the cover plate 3 can be taken off, and the circumferential positions of the first side plate 9, the first flange 13, the second flange 14, and the second side plate 10 relative to the flexible disk 2 can be adjusted, and then the axial channel 18 for aligning the crankshaft bolt 1 can be provided again. Here, a convenient solution for disassembling the torque-limiting vibration damper is provided especially for the situation after the torque limiter slips, and its implementation can be achieved at low cost.

[0051] Figure 4Shows a partial perspective cross-sectional view of the torque-limiting shock absorber 200 according to the second embodiment. The torque-limiting shock absorber 200 according to the second embodiment is similar to the torque-limiting shock absorber 100 according to the first embodiment, and the main difference between the two lies in the structure of the torque limiter. Only this main difference will be elaborated below.

[0052] As Figure 4 shown, the torque limiter includes a drive plate 5, a pressure plate 7, and a torque limiter spring 8 arranged axially in sequence from the internal combustion engine side to the transmission side.

[0053] Both the drive plate 5 and the pressure plate 7 have a basic shape of an annular disc. In this embodiment, the friction element support is formed by the drive plate 5. The friction element 6b in the form of a friction lining is installed at the drive plate 5 by riveting here. The drive plate 5 is axially located between the flexible plate 2 and the cover plate 3. Here, the friction mating pairs are formed by the flexible plate 2 and the pressure plate 7 respectively. The friction lining 6b supported by the drive plate 5 on the internal combustion engine side and the flexible plate 2 form a pair of friction pairs, and the friction lining 6b supported by the drive plate 5 on the transmission side and the pressure plate 7 form another pair of friction pairs.

[0054] The torque limiter spring 8 is axially tensioned between the pressure plate 7 and the cover plate 3. Here, the torque limiter spring 8 is configured as a diaphragm spring. The torque limiter spring 8 provides an axial force to the pressure plate 7 here to adjust the torque limiting ability of the torque limiter.

[0055] The drive plate 5 is fixedly connected to the first side plate 9 to transmit torque. Here, the radial distance between the drive plate 5 and the flexible plate 2 or the cover plate 3 is in the range of 0.01 mm to 0.08 mm. Thus, on the premise of not interfering with the possible relative rotation of the drive plate 5 relative to the flexible plate 2 and the cover plate 3, the radial limit of the drive plate 5 relative to the flexible plate 2 or the cover plate 3 is achieved. Especially during impact, it is possible to avoid an increase in the dynamic unbalance caused by the radial offset of the torque limiter and avoid the occurrence of first-order eccentric noise.

[0056] The integrated torque-limiting shock absorbers provided in the foregoing two embodiments as a whole have a compact structure, especially a small axial dimension. The torque-limiting shock absorber as a whole can be realized with a smaller number of components, and the integrated design of the torque-limiting shock absorber can simplify its installation between the internal combustion engine and the transmission, thereby reducing the manufacturing and assembly costs.

[0057] Obviously, the above embodiments of the present utility model are merely examples for clearly explaining the present utility model, rather than limitations on the implementation manners of the present utility model. For those of ordinary skill in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present utility model shall be included within the protection scope of the claims of the present utility model. In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be construed as indicating or implying relative importance.

[0058] List of reference signs

[0059] 100 Torque-limiting shock absorber

[0060] 200 Torque-limiting shock absorber

[0061] 1 Connecting member, crankshaft bolt

[0062] 2 Flexible disc

[0063] 3 Cover plate

[0064] 4 Removable connecting member, bolt

[0065] 5 Driving disc

[0066] 6a Friction element

[0067] 6b Friction element

[0068] 7 Pressure plate

[0069] 8 Torque limiter spring, diaphragm spring

[0070] 9 First side plate

[0071] 10 Second side plate

[0072] 11 First fastener, square head rivet

[0073] 12 Second fastener, spacer pin

[0074] 13 First flange

[0075] 14 Second flange

[0076] 15 Damping helical spring

[0077] 16 Damping diaphragm spring

[0078] 17 Disc hub

[0079] 18 Axial channel

Claims

1. A torque limiting vibration damper (100, 200) for a hybrid vehicle, the torque limiting vibration damper (100, 200) comprising: A flexible disc (2), a torque limiter, a damper, and a disc hub (17) are sequentially connected in a torque transmission direction from the internal combustion engine side to the transmission side of the hybrid vehicle in a torque transmission manner. The torque limiter includes a friction element, a friction element support member supporting the friction element, and a friction pair member, wherein the friction element and the friction pair member form a friction pair to limit the torque. The damper comprises a first side plate (9), a first flange (13), a second flange (14), and a second side plate (10) arranged in sequence along the axial direction from the internal combustion engine side to the transmission side, and further comprises a damping coil spring (15) and a damping diaphragm spring (16). wherein the first side panel (9) and the second side panel (10) are fixedly connected relative to each other, The first side plate (9) and the second side plate (10) are connected to the first flange (13) in a torque transmission direction in a manner of transmitting torque, and the second flange (14) is connected to the first side plate (9) and the second side plate (10) in another torque transmission direction in a manner of transmitting torque. The damping coil spring (15) is tensioned between the first flange (13) and the second flange (14) in a circumferential or tangential direction in an elastic action direction. The damping diaphragm spring (16) is axially tensioned between the second flange (14) and the second side plate (10) in its elastic action direction. The second flange (14) is connected to the disc hub (17) in a torque transmission direction in a manner of transmitting torque, and the disc hub (17) is connected to the first flange (13) in another torque transmission direction in a manner of transmitting torque.

2. The torque limiting vibration damper according to claim 1, wherein: The flexible disk (2) can be connected to the internal combustion engine by means of a connecting member (1). The first side plate (9), the first flange (13), the second flange (14), and the second side plate (10) together form an axial channel (18) for the connecting member (1) to pass through.

3. The torque limiting vibration damper according to claim 2, wherein: The torque limiter comprises a cover plate (3), The flexible disc (2) and the cover plate (3) are located on both sides of the friction element in the axial direction. The flexible disk (2) and the cover plate (3) are fixedly connected to each other at their radially outer end regions by means of a detachable connection element (4).

4. The torque limiting vibration damper according to claim 3, wherein: The radial spacing between the friction element support and the flexible disk (2) or the cover plate (3) is in the range of 0.01 mm to 0.08 mm.

5. The torque limiting vibration damper according to claim 3, wherein: The friction element support is formed by the first side plate (9), The friction partner is formed by the flexible disk (2) and the cover plate (3) respectively.

6. The torque limiting vibration damper according to claim 3, wherein: The torque limiter further comprises a transmission plate (5), a pressure plate (7) and a torque limiter spring (8) which are arranged in sequence along the axial direction from the internal combustion engine side to the transmission side. The friction element support is formed by the transmission disc (5), which is axially located between the flexible disc (2) and the pressure disc (7) and is fixedly connected to the first side plate (9). The friction pair is formed by the flexible disk (2) and the pressure disk (7), respectively. The torque limiter spring (8) is axially tensioned between the pressure plate (7) and the cover plate (3).

7. The torque limiting vibration damper according to claim 1, wherein: The friction element support is provided with accommodating holes distributed along the circumferential direction, and friction material blocks (6a) forming the friction element are arranged in the accommodating holes.

8. The torque limiting vibration damper according to claim 7, wherein: The receiving hole is configured as an axial through hole, and the friction material block (6a) passes through the axial through hole and forms friction elements on both axial sides of the friction element support.

9. The torque limiting vibration damper according to claim 1, wherein: The first side plate (9) and the second side plate (10) are connected to each other by means of first fasteners (11) distributed along the circumference; Second fasteners (12) distributed along the circumferential direction are also fixedly provided at the first side plate (9) and the second side plate (10); an axial section of the second fastener (12) located between the first side plate (9) and the second side plate (10) can abut against the first flange and can abut against the second flange to transmit torque.

10. The torque limiting vibration damper according to claim 1, wherein: The first flange (13) and the second flange (14) respectively form support portions extending into both ends of the damping coil spring (15) in a circumferential direction or a tangential direction.

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