Flywheel assembly of integrated torque damping device

Abstract

The utility model relates to a flywheel assembly of an integrated torque damping device. The flywheel assembly comprises a flywheel; the torque damper comprises a retaining plate and a coil spring, the retaining plate is provided with a first window for accommodating the coil spring, the radial outer end of the retaining plate is in anti-torque connection with the flywheel, and the radial inner end of the retaining plate is used for being in anti-torque connection with a crankshaft of an engine; the torque limiter comprises a slipping mechanism and a hub, the slipping mechanism is arranged on the radial inner side of the coil spring, and the hub is used for being connected with an input shaft of a transmission in an anti-torque mode. The flywheel of the integrated torque damping device is connected with the crankshaft of the engine as a whole, so that the assembly steps are reduced. The retaining plate integrates the functions of a retaining plate and a cover plate, the number of plates is reduced, and the axial space is optimized. The slipping mechanism is located on the radial inner side of the coil spring, so that the slipping mechanism is closer to the transmission side, overload torque transmitted from the transmission to the engine direction is limited, and the coil spring is prevented from being damaged by the overload torque.

Description

Technical Field

[0001] This utility model relates to the field of vehicle vibration reduction technology, and in particular to a flywheel assembly with an integrated torque damping device. Background Technology

[0002] In traditional gasoline-powered vehicles, the clutch is located between the engine and the transmission (also known as the gearbox), used to ensure smooth vehicle start-up and prevent transmission overload. In hybrid vehicles, the traditional clutch is replaced by a torque damping device.

[0003] In related technologies, such as Figure 1 As shown, a torque damping device typically includes a torque limiter and a torque damper. The torque limiter is connected to the flywheel on the engine side for torque transmission, the flywheel is connected to the crankshaft of the engine for torque transmission, and the torque damper is connected to the gearbox (or transmission) side for torque transmission. However, uneven road surfaces can cause the wheels to generate an uncertain and overloaded reverse torque from the gearbox side towards the engine side. This overloaded reverse torque may damage the torque damper, and if the reverse torque is too large, it may also damage the engine.

[0004] In addition, current torque damping devices require more parts, resulting in a large axial installation space. When installed with the engine crankshaft, separate flywheels and torque damping devices are not only costly but also require more installation steps. Utility Model Content

[0005] To overcome the problems existing in the related technologies, this disclosure provides a flywheel assembly with an integrated torque damping device.

[0006] According to a first aspect of the present disclosure, a flywheel assembly with an integrated torque damping device is provided, comprising: a flywheel; a torque damper including a retaining plate and a coil spring, the retaining plate having a first window for receiving the coil spring, the outer radial end of the retaining plate being anti-torsionally connected to the flywheel, and the inner radial end of the retaining plate being anti-torsionally connected to the crankshaft of an engine; and a torque limiter including a slip mechanism and a hub, the slip mechanism being disposed radially inside the coil spring, and the hub being anti-torsionally connected to the input shaft of a transmission.

[0007] In some embodiments, the flywheel is annular and includes: a radial portion that is torsionally connected to the radially outer end of the retaining plate; and an axial portion located radially outside the torque damper and forming a receiving cavity between the axial portion and the radial portion, the axial length of the axial portion such that at least a portion of the torque damper is axially surrounded within the receiving cavity.

[0008] In some embodiments, the retaining plate is provided with a bending protrusion, the bending protrusion being annular and located radially inside the first window, the bending protrusion having a crescent-shaped window extending circumferentially at the bending point.

[0009] In some embodiments, the torque damper further includes a cover plate axially spaced on the side of the retaining plate away from the flywheel, the radial outer side of the cover plate being torsionally connected to the radial outer side of the retaining plate by a first fastener, wherein the cover plate is provided with a second window for accommodating the coil spring, the second window having the same structure as the first window of the retaining plate.

[0010] In some embodiments, the torque limiter further includes a flange with its radially outer end located axially between the retaining plate and the cover plate. The flange is provided with a third window for receiving the coil spring. The radially outer end of the flange is provided with a stop protrusion, the radial dimension of which allows it to be inserted radially between two adjacent first fasteners, and the two adjacent first fasteners restrict the stop protrusion in the circumferential direction.

[0011] In some embodiments, the slippage mechanism of the torque limiter includes: two friction plates, with the radially inner end of the flange sandwiched between the two friction plates; a faceplate including a first radial plate and a second radial plate offset axially, the first radial plate being located radially outer of the second radial plate; a pressure plate axially spaced from the first radial plate, with the two friction plates sandwiched between the first radial plate and the pressure plate; a hub plate, with the radially outer end of the hub plate axially spaced from the pressure plate, the radially middle portion of the hub plate being torsionalally connected to the second radial plate via a second fastener, and the radially inner end of the hub plate being integrally formed with the hub; and a diaphragm spring abutting axially between the pressure plate and the radially outer portion of the hub plate.

[0012] In some embodiments, the first radial plate is located on the axial side of the flange near the retaining plate; the pressure plate and the hub plate are located on the axial side of the flange away from the retaining plate.

[0013] In some embodiments, the radial center of the hub plate protrudes towards one side of the second radial plate to form a protrusion, the protrusion being torsionally connected to the second radial plate by a second fastener, wherein the radial outer wall of the protrusion is provided with a plurality of positioning grooves spaced apart circumferentially, and the radial inner side of the pressure plate is provided with a plurality of insert teeth spaced apart circumferentially, the insert teeth being inserted into the positioning grooves.

[0014] In some embodiments, the retaining plate has a crankshaft connection hole at its radially inner end, and the hub plate has an axially penetrating clearance hole, wherein the clearance hole allows a third fastener to pass axially through the hub plate and be inserted into the crankshaft connection hole, so that the radially inner end of the retaining plate is fixedly connected to the crankshaft.

[0015] In some embodiments, at least one of the insert teeth is provided with a semi-circular first positioning hole on its radially inner side, and at least one of the positioning grooves is provided with a semi-circular second positioning hole on its radially outer side. The first positioning hole and the second positioning hole form a positioning circular hole to circumferentially position the hub plate, so that the clearance hole is circumferentially aligned with the crankshaft connection hole at the radially inner end of the retaining plate.

[0016] In some embodiments, the torque damper further includes a washer that abuts axially against the radially inner end of the retaining plate on an axial side away from the engine crankshaft; the torque damper further includes a partition that abuts axially against the radially inner end of the retaining plate on the other axial side near the engine crankshaft.

[0017] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects:

[0018] 1. The flywheel is integrated with the torque damper by connecting to it, and the two are directly connected to the engine crankshaft as a whole, reducing assembly steps. Simultaneously, the radially outer side of the retaining plate of the torque damper is torsionally connected to the flywheel, and the radially inner side of the retaining plate is used for torsionally connecting to the engine crankshaft. The retaining plate of this disclosure essentially combines the functions of a retaining plate and one of the cover plates in the prior art, reducing the number of plates, thereby reducing the axial space occupied and lowering costs.

[0019] 2. The slippage mechanism of the torque limiter is located radially inside the coil spring. In the torque transmission path, the slippage mechanism of the torque limiter is closer to the transmission side, which can limit the uncertain and excessive overload torque transmitted from the transmission to the engine, and prevent excessive overload torque from damaging the coil spring of the torque damper. Attached Figure Description

[0020] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0021] Figure 1 This is a cross-sectional view of the combination of a flywheel and a torque damping device in related technologies;

[0022] Figure 2 This is a schematic diagram of a flywheel assembly with an integrated torque damping device according to an exemplary embodiment;

[0023] Figure 3 This is a three-dimensional structural schematic diagram of a flywheel assembly with an integrated torque damping device according to an exemplary embodiment;

[0024] Figure 4 yes Figure 3 A cross-sectional view of the flywheel assembly with integrated torque damping device;

[0025] Figure 5 yes Figure 4 A three-dimensional structural diagram of the flywheel and retaining plate assembly;

[0026] Figure 6 yes Figure 5 A sectional view;

[0027] Figure 7 yes Figure 5 A schematic diagram of the three-dimensional structure of the retaining plate in the middle;

[0028] Figure 8 yes Figure 5 A three-dimensional structural diagram of the flywheel in the image;

[0029] Figure 9 and Figure 10 They are Figure 6 A three-dimensional structural diagram of the gaskets and partitions in the diagram;

[0030] Figure 11 yes Figure 3 A three-dimensional structural diagram of the torque limiter;

[0031] Figure 12 yes Figure 11 A sectional view;

[0032] Figure 13 yes Figure 11 A three-dimensional structural diagram of the middle flange;

[0033] Figure 14 yes Figure 11 A three-dimensional structural diagram of the panel.

[0034] Figures 15 to 18 They are Figure 11 A three-dimensional structural diagram of the pressure plate, friction plate, diaphragm spring, and wheel hub. Detailed Implementation

[0035] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0036] In this disclosure, unless otherwise stated, axial A, radial R, and circumferential W refer to the axial A, radial R, and circumferential W of the flywheel assembly 100 with integrated torque damping device, respectively; axial side refers to Figure 2 The right side (the side closer to the transmission) in the middle, the other side of the axial direction refers to... Figure 2 The left side (the side closest to the engine) in the middle; the radial outer side (or radial outer end) refers to the side that is radially away from the engine on the R direction. Figure 2 On the side of the central axis O ( Figure 2 The upper side of the radial axis (or the inner radial end) refers to the side on the radial R that is closest to the central axis O. Figure 2 (the lower side of the middle).

[0037] Furthermore, "torque transmission connection" refers to a connection between two components capable of transmitting driving force / torque. These two components can be directly connected or achieve the above function through various transmission mechanisms or connection structures. The term "torque-resistant connection" refers to a connection between two elements that do not rotate relative to each other. This can be achieved through a press fit (i.e., interference fit) or by integrally forming the two mentioned components. Those skilled in the art will understand the specific meaning of the above terms in this invention as appropriate.

[0038] like Figures 2 to 4 As shown, this disclosure provides a flywheel assembly 100 with an integrated torque damping device. The flywheel assembly 100 with the integrated torque damping device is a device disposed between an engine (not shown) and a transmission (not shown) for transmitting torque between the engine and the transmission and reducing torsional vibration or torsional impact when transmitting torque.

[0039] In this embodiment, as Figure 2 As shown, the flywheel assembly 100 with integrated torque damping device includes a flywheel 10 and a torque damping device. The torque damping device includes a torque damper 20 and a torque limiter 30. The torque damper 20 and torque limiter 30 enable the torque damping device to simultaneously perform torque limiting and torque damping functions. The flywheel 10 is integrated with the torque damping device by connecting to the torque damper 20. Both components are directly connected to the engine crankshaft as a whole, reducing assembly steps.

[0040] Specifically, such as Figure 4 As shown, the torque damper 20 may include a retaining plate 21, a cover plate 22, and a coil spring 23. One side of the radially outer end of the retaining plate 21 is torsionally connected to the flywheel 10, and one side of the radially inner end of the retaining plate 21 is torsionally connected to the crankshaft 300 of the engine. Taking positive torque transmission as an example, the radially inner end of the retaining plate 21 receives the torque from the engine crankshaft 300 and transmits it to the radially outer end of the retaining plate 21, thereby driving the flywheel 10 to rotate together.

[0041] The cover plate 22 is axially spaced on the side of the retaining plate 21 away from the flywheel 10, such as Figure 3 As shown, the radial outer side of the cover plate 22 is connected to the radial outer side of the retaining plate 21 by the first fastener 24 to resist torsion. When the engine crankshaft 300 drives the retaining plate 21 to rotate, the cover plate 22 can rotate in the same direction and synchronously with the retaining plate 21.

[0042] The retaining plate 21 is provided with a first window 211 for accommodating the coil spring 23 (e.g. Figure 5 and Figure 7 As shown, the cover plate 22 has a second window 221 for accommodating the coil spring 23. The second window 221 of the cover plate 22 has the same structure as the first window 211 of the retaining plate 21. Therefore, it can be seen that part of the structure of the retaining plate 21 is the same as that of the cover plate 22. When manufacturing the cover plate 22, multiple retaining plates 21 can be mass-produced using a single mold. By cutting off a portion of the structure on the radially inner side of the first window 211 of one of the retaining plates 21, the cover plate 22 can be obtained. It is evident that the cover plate 22 can share the mold of the retaining plate 21, thereby reducing the number of molds used and lowering production costs.

[0043] As can be seen from the above, the radially inner end of the retaining plate 21 is used for anti-torsional connection with the crankshaft 300 of the engine. This disclosure receives the torque transmitted by the engine crankshaft 300 through the retaining plate 21. The radially outer end of the retaining plate 21 of the torque damper 20 is simultaneously anti-torsional connected to the flywheel 10 and the cover plate 22. It can be seen that the retaining plate 21 of this disclosure is equivalent to combining the functions of the retaining plate 21 and one of the cover plates 22 in the prior art, reducing the number of plates in the axial direction A, thereby reducing the space occupied in the axial direction, and also reducing the number of parts and material costs.

[0044] Furthermore, such as Figure 6 , Figure 9 and Figure 10As shown, the torque damper 20 also includes a washer 25 and a partition 26. The washer 25 abuts against the radial inner end of the retaining plate 21 on the axial side away from the engine crankshaft 300 along axial direction A. The partition 26 abuts against the radial inner end of the retaining plate 21 on the axial side close to the engine crankshaft 300 along axial direction A. The third fastener 27 can pass through the washer 25, the radial inner end of the retaining plate 21, and the partition 26 in sequence along axial direction A and be connected to the engine crankshaft 300, thereby fixing the radial inner end of the retaining plate 21 to the engine crankshaft 300. The washer 25 and the partition 26 respectively provide physical isolation to the axial sides of the radial inner end of the retaining plate 21, avoiding wear of the radial inner end of the retaining plate 21 by the third fastener 27 and the engine crankshaft 300, and extending the life of the flywheel assembly 100 of the entire integrated torque damping device.

[0045] In some embodiments, such as Figures 3 to 6 as well as Figure 8 As shown, the flywheel 10 is annular, and its longitudinal section is generally L-shaped. The flywheel 10 includes a radial portion 11 and an axial portion 12. The axial portion 12 is connected to the radially outer end of the radial portion 11 and is located on the axial side of the radial portion 11 away from the engine, making the entire flywheel 10 generally a cover-like structure. A receiving cavity 13 is formed between the axial portion 12 and the radial portion 11 of the flywheel 10.

[0046] The axial side of the radial portion 11 is torsionally connected to the radial outer end of the retaining plate 21. Since the axial portion 12 is located on the radial outer side of the torque damper 20, and the axial length of the axial portion 12 causes at least part of the torque damping device to be surrounded in the receiving cavity 13 along the axial direction A, the flywheel 10 can protect the torque damper 20 and reduce the probability of external dust, moisture and other impurities entering the torque damper 20.

[0047] When the engine is running, the engine crankshaft 300 experiences axial movement and displacement along axis A. As described above, one side of the radially inner end of the retaining plate 21 is torsionally connected to the engine crankshaft 300, resulting in greater rigidity and smaller axial deflection at the radially inner end of the retaining plate 21. However, the radially outer end of the retaining plate 21 is torsionally connected to the larger flywheel 10, leading to lower rigidity and a larger axial deflection compared to the radially inner end of the retaining plate 21.

[0048] Therefore, such as Figures 5 to 7 As shown, a bent protrusion 212 is provided in the radial center of the retaining plate 21. (As indicated...) Figure 5 and Figure 7 As shown, the bending protrusion 212 is ring-shaped in the circumferential direction. Figure 6 As shown, the bent protrusion 212 is located radially inside the first window 211.

[0049] In this embodiment, as Figure 6As shown, the bending protrusion 212 can protrude in a direction away from the cover plate 22. The bending protrusion 212 makes the retaining plate 21 not a flat plate structure, but S-shaped. The S-shaped retaining plate 21 increases the strength of the retaining plate 21 and gives the retaining plate 21 better resistance to axial sway.

[0050] Furthermore, such as Figure 5 and Figure 7 As shown, the bending protrusion 212 has a crescent-shaped window 213 extending circumferentially at the bend. The crescent-shaped window 213 avoids stress concentration of yaw stress at the bend of the bending protrusion 212, effectively improves the axial yaw stress transmitted from the engine crankshaft 300 to the retaining plate 21, prevents deformation or breakage of the retaining plate 21 under long-term working conditions, ensures the stability of the entire device, extends the service life of the retaining plate 21, and reduces maintenance costs.

[0051] Furthermore, the plate 21 is provided with multiple crescent-shaped windows 213 at equal intervals in the circumferential direction W, so that the sway stress at the bending protrusion 212 can be better dispersed in the circumferential direction.

[0052] like Figure 11 and Figure 12 As shown, the torque limiter 30 includes a flange 31, a slip mechanism 32, and a hub 33. The radially outer end of the flange 31 is located axially between the retaining plate 21 and the cover plate 22. The flange 31 is provided with a third window 311 for accommodating the coil spring 23 (e.g., Figure 13 As shown, the coil spring 23 is simultaneously located in the first window 211 of the retaining plate 21, the second window 221 of the cover plate 22, and the third window 311 of the flange 31.

[0053] When the retaining plate 21 and cover plate 22 are stationary relative to the flange 31, the two ends of the coil spring 23 abut against the inner walls of the first window 211, the second window 221, and the third window 311, respectively. Taking positive torque transmission as an example, when the retaining plate 21 and cover plate 22 rotate relative to the flange 31, one end of the coil spring 23 abuts against the inner wall of the first window 211 of the retaining plate 21 and the inner wall of the second window 221 of the cover plate 22, while the other end of the coil spring 23 abuts against the inner wall of the third window 311 of the flange 31. At this time, the coil spring 23 is compressed, and the coil spring 23 can play the role of transmitting torque and absorbing torque vibration and torsional impact during the transmission process.

[0054] A stop protrusion 312 is provided at the radial outer end of the flange 31. The radial dimension of the stop protrusion 312 allows it to be inserted radially between two adjacent first fasteners 24. The two adjacent first fasteners 24 restrict the stop protrusion 312 in the circumferential direction W. By the first fasteners 24 blocking the stop protrusion 312, the maximum rotation angle of the flange 31 relative to the retaining plate 21 and the cover plate 22 is limited, preventing the coil spring 23 from being over-compressed and damaged due to excessive rotation angle.

[0055] The slip mechanism 32 is located radially inside the coil spring 23. A hub 33 is provided on the radially inside of the slip mechanism 32. The hub 33 is used for anti-torsional connection with the input shaft 400 of the transmission, so that the torque limiter 30 can be used to transmit torque between the engine and the transmission without exceeding a predetermined torque, so as to avoid excessive torque being transmitted between the engine and the transmission, causing damage to the engine or the transmission.

[0056] The slip mechanism 32 of the torque limiter 30 is located radially inside the coil spring 23. In the torque transmission path, the slip mechanism 32 of the torque limiter 30 can be closer to the transmission side, which can limit the uncertain and excessive overload torque transmitted from the transmission to the engine, and avoid excessive overload torque from damaging the coil spring 23 of the torque damper 20.

[0057] Furthermore, such as Figure 12 as well as Figures 15 to 18 As shown, the slip mechanism 32 of the torque limiter 30 includes two friction plates 321, a counter panel 322, a pressure plate 323, a diaphragm spring 324, and a hub plate 325.

[0058] like Figure 12 As shown, the radial inner end of the flange 31 is sandwiched between two friction plates 321, as... Figure 14 As shown, the panel 322 includes a first radial plate 3221 and a second radial plate 3222 that are axially offset. The first radial plate 3221 is located radially outside the second radial plate 3222. The pressure plate 323 is axially spaced from the first radial plate 3221, and two friction plates 321 are sandwiched between the first radial plate 3221 and the pressure plate 323. The radial outer end of the hub plate 325 is axially spaced from the pressure plate 323, and the radial middle part of the hub plate 325 is torsionally connected to the second radial plate 3222 by a second fastener 326. Therefore, the axial distance between the radial outer end of the hub plate 325 and the first radial plate 3221 of the panel 322 can remain unchanged.

[0059] The diaphragm spring 324 elastically abuts against the radial outer side of the pressure plate 323 and the hub plate 325 along the axial direction. Since the radial outer side of the hub plate 325 and the axial distance between the first radial plate 3221 of the face plate 322 remain unchanged, the diaphragm spring 324 can axially compress the pressure plate 323 to press the two friction plates 321 between the pressure plate 323 and the first radial plate 3221, thereby generating a frictional torque between the two axial sides of the radial inner end of the flange 31 and the two friction plates 321, so as to realize the frictional torque transmission connection between the torque damper 20 and the torque limiter 30.

[0060] Taking positive torque transmission as an example, when the torque of the engine crankshaft 300 is transmitted sequentially through the retaining plate 21, cover plate 22, and coil spring 23 to the radial inner end of the flange 31, if the torque transmitted from the crankshaft 300 to the torque damper 20 is too large and exceeds the maximum friction force between the two friction plates 321 and the radial inner end of the flange 31, slippage will occur at the contact surface between the two friction plates 321 and the flange 31, and the torque damper 20 will be unable to transmit the torque to the hub 33 of the torque limiter 30. The maximum friction force is the maximum frictional torque exerted by the diaphragm spring 324 axially pressing between the two friction plates 321 and the flange 31. The maximum friction force can be adjusted by adjusting the clamping force of the diaphragm spring 324 and / or the coefficient of friction of the two friction plates 321.

[0061] In this embodiment, as Figure 12 As shown, the first radial plate 3221 of the panel 322 is located on the opposite axial side of the flange 31 near the retaining plate 21, while the pressure plate 323 and hub plate 325 are located on the opposite axial side of the flange 31 away from the retaining plate 21. In some other embodiments, the first radial plate 3221 of the panel 322 can be located on the opposite axial side of the flange 31 away from the retaining plate 21, while the pressure plate 323 and hub plate 325 are located on the opposite axial side of the flange 31 near the retaining plate 21, depending on the specific axial space requirements.

[0062] In this embodiment, the hub plate 325 and the hub 33 can be integrally formed. In some other embodiments, the hub plate 325 can also be separately formed and fixedly connected to the hub 33, which is not specifically limited here.

[0063] In this embodiment, as Figure 18 As shown, the radial center of the hub plate 325 protrudes towards the second radial plate 3222 to form a protrusion 3251. The protrusion 3251 is torsionally connected to the second radial plate 3222 by a second fastener 326. The radial outer wall of the protrusion 3251 is provided with a plurality of positioning grooves 3252 spaced circumferentially, such as... Figure 15As shown, the pressure plate 323 has multiple insert teeth 3231 spaced circumferentially on its radial inner side, and the insert teeth 3231 are inserted into the positioning groove 3252.

[0064] The number of positioning slots 3252 and teeth 3231 can be set to multiple, and the multiple teeth 3231 and positioning slots 3252 can be arranged at equal intervals along the circumferential direction W (e.g. Figure 15 and Figure 18 As shown), the teeth can also be arranged at non-equal intervals, which is not limited here, as long as the number and position of the teeth 3231 match the number and position of the positioning slots 3252.

[0065] The inserter tooth 3231 is inserted into the positioning groove 3252, enabling the pressure plate 323 and the hub plate 325 to be connected against torsion, thus achieving circumferential positioning of the pressure plate 323 and the hub plate 325 and preventing relative rotation of the pressure plate 323 relative to the hub plate 325. The quick insertion of the inserter tooth 3231 and the positioning groove 3252 achieves a rapid anti-torsion connection between the pressure plate 323 and the hub plate 325, while reducing the number of fasteners used and simplifying the assembly process, thereby improving assembly efficiency.

[0066] In addition, the positioning groove 3252 is provided on the protrusion 3251 in the radial center of the hub plate 325. After the insertion teeth 3231 of the pressure plate 323 are inserted into the positioning groove 3252, the pressure plate 323 and the radial outer end of the hub plate 325 can form an axial gap, which is used for the diaphragm spring 324 to elastically abut along the axial direction, so that the diaphragm spring 324 can axially press the pressure plate 323 and the friction plate 321.

[0067] In some embodiments, such as Figure 7 As shown, a crankshaft connection hole 214 is provided at the radially inner end of the retaining plate 21. The third fastener 27 is connected to the engine crankshaft 300 through the crankshaft connection hole 214, so that the radially inner end of the retaining plate 21 and the crankshaft 300 are torsionalally connected. Further, as... Figure 18 As shown, the hub plate 325 is provided with an axially through clearance hole 3253, which allows the third fastener 27, which is used to fix the radial inner end of the retaining plate 21 to the engine crankshaft 300, to pass through axially.

[0068] Specifically, the installer can remove the third fastener 27 from... Figure 2 The right side of the hub plate 325 shown passes through the clearance hole 3253 of the hub plate 325, and then the third fastener 27 fixes the radial inner end of the retaining plate 21 to the engine crankshaft 300, so that after the flywheel assembly 100 with integrated torque damping device is assembled as a whole, the flywheel assembly 100 with integrated torque damping device is then installed as a whole with the engine crankshaft 300.

[0069] In some embodiments, such as Figure 15 As shown, at least one tooth 3231 has a first positioning hole 3232 on its radially inner side, such as... Figure 18 As shown, at least one positioning groove 3252 has a semi-circular second positioning hole 3254 on its radially outer side, and the first positioning hole 3232 and the second positioning hole 3254 form a positioning circular hole.

[0070] When assembling the pressure plate 323 and the hub plate 325, the positioning hole allows the positioning pin to pass through, thereby circumferentially positioning the hub plate 325. This aligns the clearance hole 3253 on the hub plate 325 with the crankshaft connection hole 214 at the radial inner end of the retaining plate 21 in the circumferential W direction. This facilitates the insertion of the third fastener 27 directly into the crankshaft connection hole 214 of the retaining plate 21 after passing through the clearance hole 3253. In cases of insufficient axial space, this prevents the third fastener 27 from being unable to be inserted into the crankshaft connection hole 214 due to circumferential deviation between the clearance hole 3253 and the crankshaft connection hole 214.

[0071] It is understood that in this disclosure, "multiple" refers to two or more, and other quantifiers are similar. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. The singular forms "a," "the," and "the" are also intended to include the plural forms unless the context clearly indicates otherwise.

[0072] It is further understood that the terms "first," "second," etc., are used to describe various structures, but these structures should not be limited to these terms. These terms are only used to distinguish structures of the same type from one another and do not indicate a specific order or degree of importance. In fact, the expressions "first," "second," etc., are completely interchangeable. For example, without departing from the scope of this disclosure, a first structure can also be called a second structure, and similarly, a second structure can also be called a first structure.

[0073] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the utility models disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0074] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A flywheel assembly (100) with an integrated torque damping device, characterized in that, include: Flywheel (10); A torque damper (20) includes a retaining plate (21) and a coil spring (23), the retaining plate (21) having a first window (211) for receiving the coil spring (23), the outer radial end of the retaining plate (21) being anti-torsionally connected to the flywheel (10), and the inner radial end of the retaining plate (21) being anti-torsionally connected to the crankshaft (300) of the engine; and The torque limiter (30) includes a slip mechanism (32) and a hub (33), the slip mechanism (32) being disposed radially inside the coil spring (23), and the hub (33) being used for anti-torsional connection with the input shaft (400) of the transmission.

2. The flywheel assembly (100) of the integrated torque damping device according to claim 1, characterized in that, The flywheel (10) is annular and includes: The radial portion (11) is torsionally connected to the radial outer end of the retaining plate (21); and An axial portion (12) is located radially outside the torque damper (20) and forms a receiving cavity (13) between it and the radial portion (11). The axial length of the axial portion (12) is such that at least a portion of the torque damper (20) is axially surrounded within the receiving cavity (13).

3. The flywheel assembly (100) of the integrated torque damping device according to claim 1, characterized in that, The retaining plate (21) is provided with a bending protrusion (212), which is annular and located radially inside the first window (211). The bending protrusion (212) is provided with a crescent-shaped window (213) extending circumferentially at the bending point.

4. The flywheel assembly (100) of the integrated torque damping device according to claim 1, characterized in that, The torque damper (20) further includes a cover plate (22) axially spaced on the side of the retaining plate (21) away from the flywheel (10), and the radial outer side of the cover plate (22) is torsionally connected to the radial outer side of the retaining plate (21) by a first fastener (24). The cover plate (22) is provided with a second window (221) for accommodating the coil spring (23), and the second window (221) has the same structure as the first window (211) of the retaining plate (21).

5. The flywheel assembly (100) of the integrated torque damping device according to claim 4, characterized in that, The torque limiter (30) further includes a flange (31), the outer radial end of which is axially located between the retaining plate (21) and the cover plate (22), and the flange (31) is provided with a third window (311) for accommodating the coil spring (23). The flange (31) has a stop protrusion (312) at its radial outer end. The radial dimension of the stop protrusion (312) is such that it is inserted radially between two adjacent first fasteners (24), and the two adjacent first fasteners (24) restrict the stop protrusion (312) in the circumferential direction.

6. The flywheel assembly (100) of the integrated torque damping device according to claim 5, characterized in that, The slip mechanism (32) of the torque limiter (30) includes: Two friction plates (321), with the radial inner end of the flange (31) sandwiched between the two friction plates (321); The panel (322) includes a first radial plate (3221) and a second radial plate (3222) that are axially offset, wherein the first radial plate (3221) is located radially outside the second radial plate (3222); The pressure plate (323) is axially spaced from the first radial plate (3221), and the two friction plates (321) are sandwiched between the first radial plate (3221) and the pressure plate (323); The hub plate (325) has its outer radial end axially spaced from the pressure plate (323), and its middle radial part is torsionally connected to the second radial plate (3222) by a second fastener (326). The inner radial end of the hub plate (325) is integrally formed with the hub (33). A diaphragm spring (324) abuts axially between the pressure plate (323) and the radially outer side of the hub plate (325).

7. The flywheel assembly (100) of the integrated torque damping device according to claim 6, characterized in that, The first radial plate (3221) is located on the axial side of the flange (31) near the retaining plate (21); The pressure plate (323) and the hub plate (325) are located on the opposite side of the flange (31) away from the retaining plate (21) in the axial direction.

8. The flywheel assembly (100) of the integrated torque damping device according to claim 6, characterized in that, The radial center of the hub plate (325) protrudes towards the second radial plate (3222) to form a protrusion (3251), and the protrusion (3251) is torsionally connected to the second radial plate (3222) by a second fastener (326). The outer radial wall of the protrusion (3251) is provided with a plurality of positioning grooves (3252) spaced apart along the circumference, and the inner radial side of the pressure plate (323) is provided with a plurality of insert teeth (3231) spaced apart along the circumference, and the insert teeth (3231) are inserted into the positioning grooves (3252).

9. The flywheel assembly (100) of the integrated torque damping device according to claim 8, characterized in that, The retaining plate (21) has a crankshaft connection hole (214) at its radial inner end, and the hub plate (325) has an axially penetrating clearance hole (3253). The clearance hole (3253) allows the third fastener (27) to pass axially through the hub plate (325) and be inserted into the crankshaft connection hole (214), so that the radial inner end of the retaining plate (21) is fixedly connected to the crankshaft (300).

10. The flywheel assembly (100) of the integrated torque damping device according to claim 9, characterized in that, At least one of the toothed teeth (3231) has a semi-circular first positioning hole (3232) on its radially inner side, and at least one of the positioning grooves (3252) has a semi-circular second positioning hole (3254) on its radially outer side. The first positioning hole (3232) and the second positioning hole (3254) form a positioning circular hole to circumferentially position the hub plate (325) so that the clearance hole (3253) is circumferentially aligned with the crankshaft connecting hole (214) at the radially inner end of the retaining plate (21).

11. The flywheel assembly (100) of the integrated torque damping device according to claim 1, characterized in that, The torque damper (20) also includes a washer (25) which abuts axially against the radially inner end of the retaining plate (21) on the axial side away from the engine crankshaft (300). The torque damper (20) also includes a partition (26) that abuts axially against the radially inner end of the retaining plate (21) on the other side of the engine crankshaft (300).

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