Idle-speed large-rotation-angle driven disc assembly

Abstract

The utility model provides an idling large-rotation-angle driven disc assembly which is provided with a clutch disc, two vibration reduction discs, a friction plate sub assembly and an inner hub, an outer hub is arranged outside the inner hub, the vibration reduction discs, the outer hub, the clutch disc and the friction plate sub assembly are fixed together through limiting blocks, a main vibration reduction spring is arranged between the two vibration reduction discs, and the clutch disc and the friction plate sub assembly are fixed together through limiting blocks. A cavity is formed between the inner hub and the outer hub, a fixing base is arranged in the cavity, a small damping spring is installed on the fixing base, inner teeth are arranged on the outer hub, outer teeth are arranged on the inner hub, the number of the inner teeth is equal to that of the outer teeth, the inner hub and the outer hub are concentric, and the inner hub and the outer hub are arranged in a staggered mode. And gaps are formed between the inner teeth and the outer teeth. The shock absorber assembly solves the technical problems that an existing shock absorber assembly is small in torsion angle, not ideal in shock absorption effect and large in noise. The clutch can be widely applied to clutches.

Description

Technical Field

[0001] This utility model relates to a driven disc assembly, and more particularly to a driven disc assembly with a large idle speed angle. Background Technology

[0002] As people's demands for automotive comfort, power, and engine fuel economy continue to increase, improving the vibration reduction effect of the clutch driven plate assembly and reducing the noise of the vehicle's transmission system have become urgent problems to be solved. Although the traditional driven plate assembly can ensure the transmission of engine power, its small torsion angle and insignificant vibration reduction effect cannot effectively eliminate the noise of the transmission system, and it can no longer meet people's requirements for high comfort and low noise performance of the clutch. Summary of the Invention

[0003] This utility model addresses the technical problems of existing shock absorber assemblies having small torsional angles, unsatisfactory vibration reduction effects, and high noise levels by providing a driven disc assembly with large torsional angles at idle speed, good vibration reduction effects, and significantly reduced noise.

[0004] Therefore, the technical solution of this utility model is a driven disc assembly with a large idle speed angle, comprising a clutch disc, a damping disc, a friction plate sub-assembly, and an inner hub. An outer hub is provided outside the inner hub. The damping disc, outer hub, clutch disc, and friction plate sub-assembly are fixed together by a limiting block. There are two damping discs, and a main damping spring is provided between the two damping discs. A cavity is provided between the inner hub and the outer hub. A fixed seat is provided in the cavity, and a small damping spring is installed on the fixed seat. The outer hub has internal teeth, and the inner hub has external teeth. The number of teeth of the internal teeth and the external teeth are equal. The inner hub and the outer hub are concentric, and there is a gap between the internal teeth and the external teeth.

[0005] Preferably, the internal teeth and the external teeth can rotate relative to each other, and the relative rotation angle is no greater than 20°.

[0006] Preferably, the cross-section of the limiting block is rectangular.

[0007] Preferably, the main damping spring includes a secondary damping spring.

[0008] The beneficial effects of this utility model are:

[0009] (1) This application uses gears to engage the inner and outer hubs, with a gap and cavity between the inner and outer teeth. A small damping spring is installed in the cavity, which allows the inner hub to rotate to a certain extent when the outer hub is not rotating. A certain torque is used to buffer the vibration generated by the whole vehicle when parked, thus achieving the purpose of idling vibration reduction. The small damping spring can reduce the collision between the inner and outer teeth and play a buffering role.

[0010] (2) Through the structure of this application, the torsion angle is increased, and the maximum torsion angle can reach 29°, which reduces the axial load impact. The car will not shake or have poor clutch effect when clutching, which eliminates transmission noise to the maximum extent, improves the smoothness of engagement and the comfort of operation, and extends the service life of the clutch assembly.

[0011] (3) By setting a rectangular cross-section limit block, compared with the traditional cylindrical limit pin, the radial space is reduced, more space can be freed up for placing the damping spring, the stiffness requirement of the main damping spring is reduced, and the damping effect can be improved by adding a secondary damping spring, which can meet the higher requirements of the working conditions. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of the overall structure of an embodiment of the present utility model;

[0013] Figure 2 This is a partial assembly structure diagram of an embodiment of the present utility model;

[0014] Figure 3 This is a schematic diagram of the outer hub structure according to an embodiment of the present utility model;

[0015] Figure 4 This is a schematic diagram of the inner hub structure according to an embodiment of the present utility model;

[0016] Figure 5 This is a schematic diagram of the assembly structure of the fixed base and the small damping spring according to an embodiment of the present invention;

[0017] Figure 6 This is a schematic diagram of the assembly structure of the inner and outer wheel hubs according to an embodiment of the present utility model;

[0018] Figure 7 This is a schematic diagram of the assembly structure of the main damping spring and the auxiliary damping spring according to an embodiment of the present invention;

[0019] Figure 8 This utility model Figure 7 A schematic diagram of the side view structure;

[0020] Figure 9 This is a schematic diagram of the limiting block structure according to an embodiment of the present utility model;

[0021] Figure 10 This is a top view of the limiting block structure according to an embodiment of the present invention.

[0022] Explanation of symbols in the diagram:

[0023] 1. Clutch disc; 2. Damping disc; 3. Inner hub; 3.1. External gear; 3.2. Groove; 4. Friction plate sub-assembly; 5. Limiting block; 6. Outer hub; 6.1. Internal gear; 6.2. Protrusion; 7. Main damping spring; 8. Fixing seat; 9. Small damping spring; 10. Secondary damping spring; 11. Cavity. Detailed Implementation

[0024] The present invention will be further described below with reference to the embodiments.

[0025] like Figure 1-6 As shown, an idle large-angle driven disc assembly includes a clutch disc 1, a damping disc 2, a friction plate sub-assembly 4, and an inner hub 3. An outer hub 6 is provided outside the inner hub 3. The damping disc 2, the outer hub 6, the clutch disc 1, and the friction plate sub-assembly 4 are fixed together by a limiting block 5. There are two damping discs 2, and a main damping spring 7 is provided between the two damping discs 2. A cavity 11 is provided between the inner hub 3 and the outer hub 6. A fixed seat 8 is provided in the cavity 11, and a small damping spring 9 is installed on the fixed seat 8.

[0026] The outer hub 6 has internal teeth 6.1, and the inner hub 3 has external teeth 3.1. The number of teeth on the internal teeth 6.1 and external teeth 3.1 is equal. The inner hub 3 and the outer hub 6 are concentric. There is a gap between the internal teeth 6.1 and external teeth 3.1, meaning that the external teeth 3.1 and internal teeth 6.1 are not in contact at first. The external teeth 3.1 of the inner hub 3 needs to rotate a certain angle to engage with the internal teeth 6.2 of the outer hub 6, thereby driving the outer hub 6 to rotate. In this way, even when the outer hub 6 is not rotating, the inner hub 3 will still have a certain torque to buffer the vibration generated by the vehicle when parked, achieving the purpose of idling vibration reduction. The relative rotation angle between the inner hub 3 and the outer hub 6 is no more than 20°. The small damping spring 9 in the cavity 11 formed by the inner hub 3 and the outer hub 6 can reduce the collision generated when the internal teeth 6.1 and external teeth 3.1 come into contact, playing a buffering role.

[0027] like Figure 9-10 As shown, the cross-section of the limiting block 5 is rectangular. Compared with the traditional cylindrical limiting pin, it reduces the radial space occupied, freeing up more space for placing the damping spring. This reduces the stiffness requirement of the main damping spring 7, and the damping effect can be improved by adding the secondary damping spring 10, thus meeting the requirements of higher-demand working conditions. Figure 7-8 This is a schematic diagram showing the addition of a secondary damping spring 10 inside the main damping spring 7.

[0028] The structure designed in this utility model increases the torsion angle, with a maximum torsion angle of 29°, reducing axial load impact. The car will not experience shaking or poor clutch performance during clutch engagement, thus minimizing transmission noise, improving engagement smoothness and operational comfort, and extending the service life of the clutch assembly.

[0029] However, the above description is only a specific embodiment of this utility model and should not be construed as limiting the scope of implementation of this utility model. Therefore, any substitution of equivalent components or equivalent changes and modifications made in accordance with the scope of protection of this utility model should still fall within the scope of the claims of this utility model.

Claims

1. A driven disc assembly with a large idle speed angle, characterized in that, The device comprises a clutch disc, a damping disc, a friction plate sub-assembly, and an inner hub. An outer hub is provided outside the inner hub. The damping disc, outer hub, clutch disc, and friction plate sub-assembly are fixed together by a limiting block. There are two damping discs, and a main damping spring is provided between the two damping discs. A cavity is provided between the inner hub and the outer hub, and a fixed seat is provided in the cavity. A small damping spring is installed on the fixed seat. The outer hub has internal teeth, and the inner hub has external teeth. The number of teeth of the internal teeth and the external teeth are equal. The inner hub and the outer hub are concentric, and there is a gap between the internal teeth and the external teeth.

2. The idle large-angle driven disc assembly according to claim 1, characterized in that, The internal teeth and the external teeth can rotate relative to each other, and the relative rotation angle is no greater than 20°.

3. The idle large-angle driven disc assembly according to claim 1, characterized in that, The cross-section of the limiting block is rectangular.

4. The idle large-angle driven disc assembly according to claim 1, characterized in that, The main damping spring contains a secondary damping spring.

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