Flywheel assembly for vehicle hybrid system

Abstract

The utility model relates to a flywheel assembly for a vehicle hybrid power system, which comprises a flexible disc, a flywheel assembly and a flywheel assembly, the bearing disc is fixedly connected to the flexible disc; the flange plate is dynamically coupled to the radial inner side of the bearing plate, and the flange plate can rotate relative to the bearing plate and can transmit torque to the motor shaft; wherein a plurality of first tooth parts are formed on the inner circumferential surface of the bearing disc, a plurality of second tooth parts are formed on the outer circumferential surface of the flange disc, and the first tooth parts and the second tooth parts can be meshed with each other to transmit torque between the bearing disc and the flange disc; a radial gap and a circumferential gap are defined between the first tooth portion on the inner circumferential face of the bearing disc and the second tooth portion on the outer circumferential face of the flange disc. By means of the radial gaps and the circumferential gaps, the flywheel assembly can provide an eccentric compensation function for an engine crankshaft and a motor shaft.

Description

Technical Field

[0001] The utility model relates to the technical field of hybrid vehicle power transmission systems, and in particular to a flywheel assembly for a vehicle hybrid system. Background Art

[0002] Conventional torque limiters are typically dynamically coupled between the engine and hybrid transmission to provide torque protection and vibration reduction. For example, a torque limiter typically includes a torque limiter, which is configured to limit the power torque transmitted from the engine to the hybrid transmission to suppress the transmission of large misfire shock torques generated by engine misfires under certain operating conditions of extended-range hybrid systems (e.g., high-power charging). However, torque limiters also have the disadvantages of occupying a large amount of axial space, having limited eccentricity compensation capabilities, and being relatively expensive. Therefore, to reduce costs, simplify the structure, and reduce the transverse axial space, researchers have adopted a direct-connect solution in extended-range hybrid systems. This solution directly and rigidly connects the engine crankshaft to the motor shaft of the electric motor (i.e., generator) without any vibration dampers.

[0003] However, this direct-connection solution also presents the following issues: The bearings supporting the engine crankshaft and the motor shaft (e.g., the rotor shaft) can experience severe abnormal wear, leading to premature bearing failure and abnormal noise. Research has found that the abnormal bearing wear is caused by eccentricity between the engine crankshaft and the motor shaft. When the engine crankshaft is operating, this eccentricity causes dynamic imbalance in the power transmission mechanism, resulting in eccentric wear and abnormal noise. Utility Model Content

[0004] In view of the above phenomenon, the purpose of the present invention is to provide a flywheel assembly for a vehicle hybrid system, which can not only provide eccentricity compensation function for the engine crankshaft and the motor shaft, but also decouple the gap knocking when the torque of the motor in the vehicle hybrid system passes through zero or switches between positive and negative, thereby achieving the purpose of attenuating vibration and reducing noise.

[0005] According to an embodiment of the present invention, a flywheel assembly for a vehicle hybrid system is provided, which is dynamically coupled between an engine crankshaft and a motor shaft, and the flywheel assembly includes: a flexible disk fixedly connected to the engine crankshaft to receive power from the engine; a supporting disk fixedly connected to the flexible disk; a flange dynamically coupled to the inner side of the supporting disk along the radial direction of the flywheel assembly, the flange being capable of rotating relative to the supporting disk along the circumferential direction of the flywheel assembly by a predetermined angle, and the flange being configured to transmit power to the outside of the flywheel assembly; wherein a plurality of first teeth are formed on the inner circumferential surface of the supporting disk, and a plurality of second teeth are formed on the outer circumferential surface of the flange, the plurality of first teeth and the plurality of second teeth being capable of meshing with each other to transmit torque between the supporting disk and the flange; and wherein a radial gap and a circumferential gap are defined between the meshing first teeth and the second teeth.

[0006] In a preferred embodiment of the present invention, the flywheel assembly further comprises: a plurality of decoupling springs spaced apart along the circumferential direction, wherein each decoupling spring abuts between the supporting plate and the flange along the circumferential direction, so that the supporting plate and the flange can compress the decoupling spring and transmit torque via the decoupling spring during rotation relative to each other.

[0007] In a preferred embodiment of the present invention, a plurality of spring installation windows are formed between the inner circumference of the carrier plate and the outer circumference of the flange plate, and the plurality of decoupling springs are correspondingly accommodated in the plurality of spring installation windows.

[0008] In a preferred embodiment of the present invention, the flywheel assembly further comprises: a plurality of spring seats for supporting the decoupling springs, the spring seats being arranged at opposite ends of the decoupling springs along the circumferential direction, so that each decoupling spring abuts against the supporting plate and the flange plate via the spring seats respectively.

[0009] In a preferred embodiment of the present invention, the spring seat is made of plastic material and has elasticity.

[0010] In a preferred embodiment of the present invention, the flywheel assembly further comprises: a first side plate and a second side plate, which are spaced apart from each other along the axial direction of the flywheel assembly, so that the plurality of decoupling springs are clamped between the first side plate and the second side plate along the axial direction, thereby axially limiting the plurality of decoupling springs.

[0011] In a preferred embodiment of the present invention, the first side plate includes a plurality of first arcuate grooves extending away from the second side plate along the axial direction, and the second side plate includes a plurality of second arcuate grooves extending away from the first side plate along the axial direction. The plurality of first arcuate grooves and the plurality of second arcuate grooves are opposite to each other along the axial direction, thereby accommodating and limiting the plurality of decoupling springs along the axial direction.

[0012] In a preferred embodiment of the present invention, the first side plate and the second side plate are respectively fixedly connected to the opposite sides of the supporting plate along the axial direction at their radial outer sides, and are respectively pressed against the opposite sides of the flange along the axial direction at their radial inner sides, so that when the supporting plate and the flange rotate relative to each other, the first side plate and the second side plate can respectively rotate relative to the flange and form a friction fit with the flange.

[0013] In a preferred embodiment of the present invention, the flywheel assembly is capable of increasing the system natural frequency of the vehicle hybrid system so that the actual engine speed corresponding to when the system natural frequency is equal to the vibration frequency when the engine is in a misfire state is not within the operating speed range of the engine.

[0014] In a preferred embodiment of the present invention, the flywheel assembly further comprises: a hub integrally connected to the flange, wherein the hub extends from the radial inner periphery of the flange along the axial direction of the flywheel assembly toward the flexible disc.

[0015] As described above, the flywheel assembly according to the embodiment of the present invention provides static and dynamic eccentricity compensation functions for the engine crankshaft and the motor shaft by setting a radial gap and a circumferential gap between the carrier plate and the flange plate that are dynamically coupled to each other, thereby suppressing abnormal wear and eccentricity noise of the bearings caused by the eccentricity between the engine crankshaft and the motor shaft. At the same time, the flywheel assembly according to the embodiment of the present invention transmits torque between the carrier plate and the flange plate by setting a plurality of decoupling springs along the circumferential direction, and can decouple the gap between the components when the torque of the motor is small (for example, when the torque passes through zero or switches between positive and negative), thereby achieving the effect of attenuating vibration and reducing noise. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] The features, advantages and technical effects of exemplary embodiments of the present invention will be described below with reference to the accompanying drawings.

[0017] Figure 1 A schematic perspective view of a flywheel assembly according to an embodiment of the present invention is shown.

[0018] Figure 2A schematic cross-sectional view showing a partial structure of a flywheel assembly according to an embodiment of the present invention is shown.

[0019] Figure 3 Another schematic cross-sectional view shows a partial structure of a flywheel assembly according to an embodiment of the present invention.

[0020] Figure 4 A schematic side view of a partial structure of a carrier plate and a flange plate connected to each other is shown, wherein a decoupling spring and a spring seat are accommodated in a spring installation window defined by the carrier plate and the flange plate.

[0021] Figure 5 Another schematic side view shows the local structure of the carrier plate and the flange plate when they are connected to each other according to an embodiment of the present invention.

[0022] Figure 6 A schematic side view of a carrier tray according to an embodiment of the present invention is shown.

[0023] Figure 7 A schematic side view of a flange according to an embodiment of the present invention is shown.

[0024] Figure 8 A schematic three-dimensional view of a spring seat according to an embodiment of the present invention is shown.

[0025] Figure 9 A diagram showing a comparison result between the frequency of a vehicle hybrid system using a conventional torque limiting damper and the frequency of a vehicle hybrid system using a flywheel assembly according to an embodiment of the present invention is shown.

[0026] However, the drawings are not necessarily drawn according to the actual scale. DETAILED DESCRIPTION

[0027] The following is a further detailed description of the embodiments of the present invention in conjunction with the accompanying drawings and examples, wherein the same or similar components in the drawings are indicated by the same reference numerals. The detailed description of the following embodiments and the accompanying drawings are intended to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention. That is, the present invention is not limited to the described embodiments.

[0028] In the description of this application, unless otherwise specified, the terms "upper," "lower," "inner," "outer," etc., indicating directions or positional relationships, are intended solely to facilitate the description of this application and simplify the description. They are not intended to indicate or imply that the devices or components referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limiting this application. Furthermore, the terms "first" and "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The directional terms appearing in the following description refer to the directions shown in the drawings and do not limit the specific structure of this application.

[0029] In the description of the present invention, it should also be noted that, unless otherwise expressly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium. In addition, it should be understood that the term "torque-resistant connection" refers to the connection between two elements in a manner that does not rotate relative to each other, so that torque can be transmitted between the two elements, and the torque-resistant connection can be achieved through interference fit, bolt connection, tooth connection, welding, spline connection, adhesive bonding, etc., or by forming the two mentioned elements into one piece. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0030] In addition, unless otherwise specified herein, the axial direction, radial direction, and circumferential direction refer to the axial direction, radial direction, and circumferential direction of the flywheel assembly, respectively. The flywheel assembly according to an embodiment of the present invention is dynamically coupled between the engine crankshaft and the motor shaft to provide eccentricity compensation and vibration decoupling functions.

[0031] In order to better understand the present invention, Figures 1 to 3 The flywheel assembly according to the embodiment of the present invention is described, wherein: Figure 1 shows a schematic perspective view of a flywheel assembly according to an embodiment of the present invention, Figure 2 A schematic cross-sectional view showing a partial structure of a flywheel assembly according to an embodiment of the present invention is shown. Figure 3 1 shows a schematic side view of a flywheel assembly according to an embodiment of the present invention. Figures 1 to 3 As shown, the flywheel assembly according to the embodiment of the present invention includes: a flexible disc 10 , a bearing disc 20 , a flange 30 , and a disc hub 40 .

[0032] The flexible disc 10 can be fixedly connected to the engine crankshaft (not shown) by bolts, for example, so that the power from the engine can be transmitted to the flexible disc 10. The carrier disc 20 is butterfly-shaped and can be fixedly connected to the flexible disc 10 on the radial outer side, for example, by rivets 11, and is dynamically coupled to the flange 30 on the radial inner side. Specifically, a plurality of first teeth 21 are formed on the inner circumference of the carrier disc 20, and a plurality of second teeth 31 are formed on the outer circumference of the flange 30. The plurality of first teeth 21 and the plurality of second teeth 31 can mesh with each other, thereby achieving dynamic coupling between the carrier disc 20 and the flange 30. The disc hub 40 is disposed radially inwardly of the flange 30 and is torque-resistantly sleeved on the input shaft. For example, the disc hub 40 is integrally formed with the flange 30, and an internal spline is formed in the central through hole of the disc hub 40, which can mesh with the external spline on the input shaft (not shown) to achieve dynamic torque transmission between the flange 30 and the input shaft. The input shaft here can refer to the motor shaft or another transmission shaft rigidly connected to the motor shaft. The following description uses the motor shaft as the input shaft. Thus, power from the engine crankshaft can be transmitted to the motor shaft via the flexible disk 10, the carrier disk 20, the flange 30, and the disk hub 40.

[0033] However, when the engine crankshaft and the motor shaft are directly rigidly connected, if there is eccentricity between the engine crankshaft and the motor shaft, the bearings used to support the engine crankshaft and the bearings used to support the motor shaft of the motor are prone to severe abnormal wear, thereby leading to premature failure of the bearings and abnormal noise problems.

[0034] In order to overcome these problems, in the flywheel assembly according to the embodiment of the present utility model, as Figure 4 and Figure 5 As shown in FIG, a radial gap g1 and a circumferential gap g2 are defined between the first tooth portion 21 and the second tooth portion 31 that mesh with each other. Figure 4 As shown, a radial gap g1 is provided in the radial direction between the tooth tops of the first teeth 21 formed on the inner circumferential surface of the carrier plate 20 and the tooth roots of the second teeth 31 formed on the outer circumferential surface of the flange 30, and between the tooth roots of the first teeth 21 formed on the inner circumferential surface of the carrier plate 20 and the tooth tops of the second teeth 31 formed on the outer circumferential surface of the flange 30. Preferably, a circumferential gap g2 is provided in the circumferential direction between the circumferential side surfaces of the first teeth 21 and the circumferential side surfaces of the second teeth 31. In other words, the first teeth 21 formed on the inner circumferential surface of the carrier plate 20 and the second teeth 31 formed on the outer circumferential surface of the flange 30 do not abut each other in the radial and circumferential directions.

[0035] Therefore, these radial gaps g1 and circumferential gaps g2 can provide static and dynamic eccentricity compensation functions for the engine crankshaft and the motor shaft, thereby suppressing abnormal bearing wear and eccentricity noise caused by the eccentricity between the engine crankshaft and the motor shaft.

[0036] In an exemplary embodiment of the present invention, the flywheel assembly further comprises a plurality of decoupling springs 50, which are spaced circumferentially between the carrier plate 20 and the flange 30. This allows the decoupling springs 50 to be compressed circumferentially during the transmission of torque from the carrier plate 20 to the flange 30, thereby enabling the flange 30 to rotate circumferentially within a predetermined angular range relative to the carrier plate 20. The predetermined angular range is between 1° and 5°. For example, the maximum torsional angle of the flange 30 relative to the carrier plate 20 is substantially equal to the maximum compression angle of the plurality of decoupling springs 50.

[0037] Therefore, when the torque of the motor is at the zero-crossing position or the positive-negative switching position, the torque transmitted from the carrier plate 20 to the flange 30 is small (for example, less than 10Nm). At this time, the decoupling spring 50 can be gradually compressed in the circumferential direction and elastically deformed, thereby decoupling the vibration impact between the carrier plate 20 and the flange 30, thereby reducing or eliminating the zero-crossing knock of the hybrid system, thereby achieving a better vibration reduction effect. However, when the torque transmitted from the carrier plate 20 to the flange 30 is large, the decoupling spring 50 will be compressed to the maximum compression angle. At this time, the carrier plate 20 and the flange 30 will no longer rotate relative to each other, and the dynamic torque is transmitted rigidly between the carrier plate 20 and the flange 30.

[0038] like Figure 5 As shown, a plurality of first recesses 22 recessed outward in the radial direction are formed on the inner circumferential surface of the carrier plate 20, and a plurality of second recesses 32 recessed inward in the radial direction are formed on the outer circumferential surface of the flange plate 30. The plurality of first recesses 22 and the plurality of second recesses 32 are opposite to each other in the radial direction and form a plurality of spring installation windows W for correspondingly accommodating the plurality of decoupling springs 50. Exemplarily, the first recesses 22 are provided at the roots of the first teeth 21 formed on the inner circumferential surface of the carrier plate 20, while the second recesses 32 are provided at the tops of the second teeth 31 formed on the outer circumferential surface of the flange plate 30. However, the present invention is not limited thereto. For example, the first recesses 22 may also be provided at the tops of the first teeth 21 formed on the inner circumferential surface of the carrier plate 20, while the second recesses 32 may be provided at the heels of the second teeth 31 formed on the outer circumferential surface of the flange plate 30. Therefore, according to an embodiment of the present invention, the spring installation window W is defined by the carrier plate 20 and the flange plate 30 , so that when the carrier plate 20 and the flange plate 30 rotate relative to each other, the decoupling spring 50 can be compressed in the circumferential direction. Figure 4FIG. 5 shows seven decoupling springs 50 evenly arranged in the circumferential direction, but it should be understood that the number of the decoupling springs 50 may be less than seven, such as two or three, which is determined by the design requirements of the hybrid transmission system.

[0039] In an exemplary embodiment, as Figure 5 As shown, the flywheel assembly also includes a plurality of spring seats 60 for supporting the decoupling springs 50. The spring seats 60 are accommodated in a spring mounting window W defined by the carrier plate 20 and the flange plate 30, and are arranged at opposite ends of the decoupling spring 50 in the circumferential direction, so that each decoupling spring 50 abuts against the carrier plate 20 and the flange plate 30 via the spring seats 60 respectively.

[0040] like Figure 8 As shown, the spring seat 60 includes a head 61 and a stem 62. The diameter of the head 61 is larger than that of the stem 62. The decoupling spring 50, which is configured as a cylindrical coil spring, can be sleeved onto the outer circumferential surface of the stem 62, so that the circumferential end of the decoupling spring 50 abuts against the carrier plate 20 and the flange 30 via the head 61. In this way, the spring seat 60 can achieve surface-to-surface contact with the carrier plate 20 and the flange 30, thereby enabling more uniform torque transmission during relative rotation of the carrier plate 20 and the flange 30.

[0041] Preferably, the hardness of the spring seat 60 is less than that of the decoupling spring 50. That is, the spring seat 60 is made of a softer material than the decoupling spring 50, such as a resilient plastic material. In this way, the spring seat 60 can also reduce wear caused by direct, rigid contact between the decoupling spring 50 and the carrier plate 20 and flange 30, thereby increasing the service life of the decoupling spring 50.

[0042] In addition, if Figure 8 As shown, the stem portion 62 of the spring seat 60 is formed by a plurality of claws (four shown) spaced apart circumferentially around the spring seat 60. Because the plurality of claws are spaced apart circumferentially and the spring seat 60 itself is elastic, the stem portion 62 of the spring seat 60 can have different diameters. This allows the spring seat 60 to be mounted on decoupling springs 50 having different diameters, thus broadening its application range.

[0043] In addition, in the exemplary embodiments of the present invention, Figure 2 and Figure 3As shown, the flywheel assembly further includes two side plates, including a first side plate 71 located on one axial side of the decoupling spring 50 and a second side plate 72 located on the other axial side of the decoupling spring 50. The first side plate 71 and the second side plate 72 are coaxially fixedly connected to each other via a plurality of rivets 73, for example, across the carrier plate 20 and the flange 30, so that the plurality of decoupling springs 50 are sandwiched axially between the first side plate 71 and the second side plate 72, thereby axially limiting the plurality of decoupling springs 50.

[0044] Specifically, if Figure 3 As shown, the first side plate 71 includes a plurality of first arcuate grooves extending axially away from the second side plate 72, and the second side plate 72 includes a plurality of second arcuate grooves extending axially away from the first side plate 71. The plurality of first arcuate grooves and the plurality of second arcuate grooves are axially opposed to each other to form a plurality of receiving grooves, thereby accommodating and limiting the plurality of decoupling springs 50 in the axial direction. Because the decoupling springs 50 are correspondingly accommodated in the receiving grooves formed by the first and second arcuate grooves, the first side plate 71 and the second side wall can act as a stop for the decoupling springs 50 in the axial direction, thereby preventing the decoupling springs 50 from sliding out of the spring installation window W in the axial direction.

[0045] In addition, if Figure 2 and Figure 3 As shown, the first side plate 71 and the second side plate 72 are fixedly connected to opposite sides of the carrier plate 20 in the axial direction at their radial outer sides, and are respectively pressed against opposite sides of the flange 30 in the axial direction at their radial inner sides. For example, each of the first side plate 71 and the second side plate 72 is disposed at the connection between the carrier plate 20 and the flange 30, and is, for example, riveted to the carrier plate 20 at the radial outer sides via a plurality of rivets 73. However, at the radial inner sides, they are not fixedly mounted relative to the flange 30, but rather form a friction fit with the flange 30. For example, the surfaces of the first side plate 71, the second side plate 72, and the flange 30 against which they are pressed are all formed into rough surfaces.

[0046] Therefore, when the carrier plate 20 and the flange 30 rotate relative to each other within a predetermined range, each side plate 71, 72 will rotate relative to the flange 30. During this rotation, the friction surface of each side plate 71, 72 and the flange 30 will produce a friction fit, thereby generating a damping effect, thereby suppressing the impact vibration caused by the gap between the internal splines of the hub 40 and the external splines on the input shaft. It should be understood that the magnitude of the damping is determined by factors such as the friction coefficient of the friction surface between the first side plate 71, the second side plate 72 and the flange 30, and the clamping force, and the clamping force is determined by the riveting tolerance of the side plates and the manufacturing tolerance of the flange 30.

[0047] In a preferred embodiment, flexplate 10 is capable of flexibly deforming in at least one of the axial, radial, and circumferential directions of the flywheel assembly. This flexural deformation can attenuate torsion and vibration generated during engine operation. For example, when the engine operates at high speeds, the crankshaft generates axial runout vibrations. The axial flexural deformation of flexplate 10 can attenuate and absorb this axial runout. Furthermore, the radial and circumferential flexural deformation of flexplate 10 can compensate for static and dynamic eccentricity between the engine crankshaft and the motor shaft, thereby suppressing abnormal eccentric wear and noise in the bearings.

[0048] In an exemplary embodiment, as Figure 2 As shown, the hub 40 is formed integrally with the flange 30. This structure can reduce the number of components of the flywheel assembly and make its installation more convenient.

[0049] Furthermore, the hub 40 extends from the radially inner periphery of the flange 30 in the axial direction of the flywheel assembly toward the flexible disk 10. Preferably, the flexible disk 10 is formed with a central hole, and the hub 40 can partially extend into the central hole. This configuration can reduce the axial dimension of the flywheel assembly, thereby reducing the axial space occupied by the flywheel assembly and making the overall structure of the flywheel assembly more compact.

[0050] In addition, if Figure 1 As shown, a plurality of relief holes 33 spaced apart along the circumferential direction are formed on the flange 30, so that during the installation of the flywheel assembly, bolts can pass through these relief holes 33 from the right side to fix the flexible disk 10 to the engine crankshaft, thereby facilitating the installation operation of the flexible disk 10.

[0051] In addition, the flywheel assembly according to the present invention can be applied to the extended-range hybrid system, thereby avoiding the large misfire impact torque caused by engine misfire under certain working conditions in the extended-range hybrid system (such as high-power charging). Figure 9 A detailed explanation is given, in which Figure 9 A diagram showing a comparison result between the frequency of a vehicle hybrid system using a conventional torque limiting damper and the frequency of a vehicle hybrid system using a flywheel assembly according to an embodiment of the present invention is shown.

[0052] As described above, during the power transmission process, the decoupling spring 50 is first compressed through a predetermined angle, causing circumferential elastic deformation. This causes the carrier plate 20 and flange 30 to rotate relative to each other. Subsequently, when the decoupling spring 50 is compressed to its maximum angle, the carrier plate 20 and flange 30 no longer rotate relative to each other, thereby achieving rigid-to-rigid power transmission. During this process, the extended-range hybrid system's modes change, significantly increasing its natural frequency and thus preventing resonance in the event of an engine misfire.

[0053] Specifically, when the system's natural frequency is equal to the engine's vibration frequency when it is in a misfire state, the extended-range hybrid system will resonate. Figure 9 As shown, the system natural frequency of the extended-range hybrid system using the flywheel assembly according to the present invention is approximately 130HZ, and the intersection formed when it is equal to the vibration frequency of the engine when it is in a misfire state (here refers to the 1st order frequency) is A, and the actual engine speed corresponding to point A is greater than 5000r / min, which is much greater than the engine's operating speed range of 1000 to 3500r / min.

[0054] Therefore, compared with the situation in which the intersection B formed when the system natural frequency is equal to the vibration frequency when the engine is in a misfire state in an extended-range hybrid system using a conventional torque-limiting damper is exactly within the operating speed range of the engine, the flywheel assembly according to the present invention can greatly increase the system natural frequency of the extended-range hybrid system, thereby avoiding the vibration frequency when the engine misfires within its operating speed range, thereby avoiding the resonance of the extended-range hybrid system when the engine misfires, and not generating a large misfire impact torque.

[0055] Therefore, the flywheel assembly according to the present invention can be used in extended-range hybrid systems in place of torque-limiting dampers. Compared to designs using torque-limiting dampers, extended-range hybrid systems using the flywheel assembly according to the present invention not only significantly increase the system's natural frequency to prevent resonance during engine misfires, but also offer advantages such as low cost, minimal axial space, and ease of installation.

[0056] Although the present invention has been described with reference to preferred embodiments, various modifications may be made thereto and equivalent components may be substituted without departing from the scope of the present invention. In particular, the various technical features described in the various embodiments may be combined in any manner as long as there are no structural conflicts. The present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions within the scope of the claims.

Claims

1. A flywheel assembly for a vehicle hybrid system, which is dynamically coupled between an engine crankshaft and a motor shaft, characterized in that: The flywheel assembly comprises: a flexible disc (10) fixedly connected to the engine crankshaft to receive power from the engine; A carrier plate (20) fixedly connected to the flexible plate (10); a flange (30) which is dynamically coupled to the inner side of the carrier disc (20) along the radial direction of the flywheel assembly, the flange (30) being capable of rotating relative to the carrier disc (20) along the circumferential direction of the flywheel assembly by a predetermined angle, and the flange (30) being configured to transmit torque to the motor shaft; A plurality of first teeth (21) are formed on the inner circumference of the carrier disc (20), and a plurality of second teeth (31) are formed on the outer circumference of the flange (30), and the plurality of first teeth (21) and the plurality of second teeth (31) can mesh with each other to transmit torque between the carrier disc (20) and the flange (30); and A radial gap (g1) and a circumferential gap (g2) are defined between the first tooth portion (21) and the second tooth portion (31) meshing with each other.

2. The flywheel assembly according to claim 1, wherein: Also includes: A plurality of decoupling springs (50) are distributed at intervals along the circumferential direction, wherein each decoupling spring (50) abuts between the carrier plate (20) and the flange plate (30) along the circumferential direction, so that the carrier plate (20) and the flange plate (30) can compress the decoupling spring (50) during rotation relative to each other and can transmit torque via the decoupling spring (50).

3. The flywheel assembly according to claim 2, wherein: A plurality of spring installation windows (W) are formed between the inner circumference of the carrier plate (20) and the outer circumference of the flange plate (30), and the plurality of decoupling springs (50) are correspondingly accommodated in the plurality of spring installation windows (W).

4. The flywheel assembly according to claim 2, wherein: Also includes A plurality of spring seats (60) for supporting the decoupling springs (50) are provided at opposite ends of the decoupling springs (50) along the circumferential direction, so that each decoupling spring (50) abuts against the supporting plate (20) and the flange plate (30) via the spring seats (60).

5. The flywheel assembly according to claim 4, wherein: The spring seat (60) is made of plastic material and has elasticity.

6. The flywheel assembly according to claim 2, wherein: Also includes: The first side plate (71) and the second side plate (72) are spaced apart from each other along the axial direction of the flywheel assembly, so that the plurality of decoupling springs (50) are sandwiched between the first side plate (71) and the second side plate (72) along the axial direction, thereby axially limiting the plurality of decoupling springs (50).

7. The flywheel assembly according to claim 6, wherein: The first side plate (71) includes a plurality of first arcuate grooves extending along the axial direction away from the second side plate (72), and the second side plate (72) includes a plurality of second arcuate grooves extending along the axial direction away from the first side plate (71), and the plurality of first arcuate grooves and the plurality of second arcuate grooves are opposite to each other along the axial direction, thereby accommodating and limiting the plurality of decoupling springs (50) along the axial direction.

8. The flywheel assembly according to claim 6, wherein: The first side plate (71) and the second side plate (72) are fixedly connected to opposite sides of the supporting plate (20) along the axial direction at their radial outer sides, and are pressed against opposite sides of the flange (30) along the axial direction at their radial inner sides, so that when the supporting plate (20) and the flange (30) rotate relative to each other, the first side plate (71) and the second side plate (72) can respectively rotate relative to the flange (30) and form a friction fit with the flange (30).

9. The flywheel assembly according to any one of claims 1 to 8, characterized in that: The flywheel assembly can increase the system natural frequency of the vehicle hybrid system so that the actual engine speed corresponding to when the system natural frequency is equal to the vibration frequency when the engine is in a misfire state is not within the operating speed range of the engine.

10. The flywheel assembly according to any one of claims 1 to 8, characterized in that: It also includes a disc hub (40) which is integrally connected to the flange (30). The disc hub (40) extends from the radial inner periphery of the flange (30) toward the flexible disc (10) along the axial direction of the flywheel assembly.

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